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11858593 | DETAILED DESCRIPTION The present disclosure is directed to a self-retrievable anchor. The anchor self-releases from any obstructions under water allowing retrieval of the anchor. Interchangeable parts of the anchor allow easy replacement of a shovel portion for various underwater conditions. Disassembly and reassembly of the anchor allows easy storage on a boat when not in use. The anchor is designed without any welded parts, it has interchangeable parts, and includes an internal breakable pin that acts as a fuse or fuse pin. When a tensional force is applied above the fuse pin's shear strength capacity, the fuse pin breaks making the anchor's shovel portion change from its original position to a rotated position. The position may be a flat shape having the shovel portion of the anchor rotated 180 degrees. A stop bar on the anchor prevents the anchor from rotating completely around 360 degrees because that amount of rotation may further place the anchor back onto the obstruction. This way the anchor is released from where it was stuck at the sea bottom. The fuse pin diameter (d) is calculated according to anchor size and corresponding rope diameter. The fuse pin is not universal and specifically sized to the specific anchor. Preferably the fuse pin is an oval shape cross-sectional diameter as further explained herein. The fuse pin's shear strength limit should be below the breaking strength of the rope. Typically the rope is the weakest part of the traditional anchoring system (Anchor-Chain-Rope). However in the self-retrievable anchor system, at least the fuse pin is the weakest part. This way the anchoring system can be retrieved completely without any loss of its components. The self-retrievable anchor is designed without any welded parts, and does not have the possibility of welding failure when a weld is subjected to tensional and bending forces. Again, the anchor has interchangeable parts making it capable to change shovel shapes suitable to different sea bottom conditions. Adverting to the drawings,FIGS.1A-1Cillustrate the self-retrievable anchor disassembled.FIG.1Ashows one embodiment of the shovel18. The shovel may have various geometric shapes depending on the underwater conditions and the ocean or lake floor. These geometric shapes for shovel18include, but are not limited to, a triangle, a square, a rectangle, a polygon, a circle, an oval, and any combination thereof. Because the shovel is interchangeable, various shovels may be easily stored on the boat for easy and quick use when underwater conditions change. The shovel18also includes a receiving area25for attaching to a hinge plate12shown inFIG.1B. Attachment of the shovel18to the manifold12may be done by fastener means17. Fastener means17includes, but is not limited to bolts, screws, nuts, washers, rivets, snap-fits, sliding and mating sections, and any other type of fastener that fastens and is removable. The shovel18further may define orifices26to receive fasteners17from the manifold12. A stop bar or retention bar19may also be included in shovel18. The stop bar19may provide addition rigidity to the shovel18. The stop bar19is also utilized as a stop for rotation of the shovel in relation about a hinge pin13inFIG.1B. The stop function of stop bar19restricts the rotation of shovel18about the hinge pin by contact with the stationary lever10shown inFIG.1Cand further explained later herein. FIG.1Billustrates one embodiment the hinge pin manifold12. The manifold has a slot22for receiving lever10. On the side of the manifold are a first hole1and a second hole2that align with a third hole3and a fourth hole4of the lever10, respectively. Preferably hole1is centered in a top portion of the manifold for hinge pin13to be disposed in and allow rotation of the shove18. The hinge pin may have a cap16to secure the hinge pin13in hole1. Preferably the hinge pin is located higher on the hinge pin plate manifold than the fuse pin to assist in rotation of the shovel. The fuse pin is preferably off center on the hinge pin plate manifold and located lower than the hinge pin and closer to the shovel to provide security and non-rotational movement of the shovel when in normal use. The fuse pin14is disposed in hole2prevents rotation of the shovel until the fuse pin is broken. The fuse pin may have a cap15to secure the fuse pin. An oval fuse pin has the advantage over round diameter shaped or other traditional shear pins in that the oval fuse pin has more surface area to react to the tensional forces, and hence more subjected to breakage than a round cross-sectional pin. Once the oval fuse pin is broken the anchor's shovel starts to rotate around a pivot hinge pin or cylinder hinge pin's axis and eventually the anchor totally releases from the bottom because it is not hooked anymore to the bottom of the ocean or lake floor. The oval fuse pin has its shape to offer more cross sectional distance on normal anchoring setting and pull direction from the boat, however when pulling on vertical position the oval pin offers its lowest cross sectional distance calibrated to break at certain force. Depending on the embodiment the hinge plate manifold may just contain a fuse pin. In this embodiment the shovel will not rotate when the fuse pin is broken. Instead the shovel and the hinge plate manifold will disconnect from the lever10, and only the lever10will be recovered. In another embodiment, the only part of the self-retrievable anchor that is made of biodegradable material is the fuse pin14. Thus, if fuse pin parts are left at the bottom of the ocean or lake, the self-retrievable anchor system provides an eco-friendly alternative. Also, depending on the embodiment, the self-retrievable anchor system will not create another obstruction as done by traditional anchors in similar situations because of the biodegradability of the shovel and the hinge plate manifold. Bio-degradable materials that may be used for this purpose need to be structurally sound but able to decompose under water if left for a substantial amount of time. Such biodegradable materials include, but are not limited to, bio-degradable composites, biodegradable plastics, soybean plastics, polylactic acid (PLA), linoleum, hemperete, cork, bamboo, untreated timber, mycelium, and the like. In addition, depending on the implementation, both the fuse pin13and the hinge pin14may be breakable. In this embodiment, the fuse pin breaks before the hinge pin. If the self-retrievable anchor is stuck on the bottom of the ocean or lake floor, the fuse pin breaks prior to the breaking of the rope or other retrieving means attached to the anchor. If further force “F” on the rope cannot retrieve the anchor even though the shovel has rotated, the hinge pin may break prior to the breaking of the rope. The shovel and hinge plate manifold is left on the bottom but the lever and the chain are retrieved. The fuse pin in this embodiment must have a tensile strength less than the hinge pin. Both the fuse pin and the hinge pin must have a tensile strength less than the rope or other retrieving means. FIG.1Cillustrates one embodiment of the lever10. The lever has a distal end24and a proximal end23. The proximal end23is inserted into slot22when assembling the self-retrievable anchor. The distal end24includes a hole21for insertion of a retrieving means20. Retrieving means20, includes but is not limited to, a rope, a nylon rope, a tube, a strap, a cable, a wire, a string, a chain, a U-bolt, a screw pin anchor, a ring, a keep pin, and any combination thereof. Depending on the embodiment the lever may also be made of a biodegradable material as the shovel and hinge plate manifold. However, preferably the lever is made of a durable galvanized steel material, mild steel, high-tensile steel, stainless steel, aluminum, or the like. Similarly the shovel and the hinge plate manifold may also be made of the same material as the lever, either biodegradable or not bio-degradable. In addition, the shovel and the hinge plate materials may be the same bio-degradable material and the lever material made of a non-biodegradable material. Additionally, all components may be made of different materials from each other depending on the implementation. FIG.2illustrates one embodiment of the self-retrievable anchor fully assembled. Shown is shovel18attached to the hinge plate manifold12by fastening means17. In this embodiment, the lever10is attached to the hinge plate manifold12by a pivot hinge pin or hinge pin13and a fuse pin14. Again, depending on the implementation the anchor may just contain a fuse pin, or have both the hinge pin and the fuse pin breakable. In these embodiments the lever itself would be retrieved and the shovel would not rotate. In the preferred placement, the pivot hinge pin is above the fuse pin14so that if the fuse pin breaks due to an obstruction on the anchor when trying to retrieve, then the shovel will rotate above the pivot hinge pin13. During normal operation, a tension force “F” is applied by the retrieving means20at a location21on the lever10. The force “F” is typically perpendicular to the lever10as the anchor is attempted to be pulled back into the boat. If force “F” is nearing the tensile strength of the retrieving means, or nylon rope, the fuse pin14will break forcing the shovel18to rotate counterclockwise about the pivot hinge pin13. FIG.3further illustrates the fuse pin breakage. Shown is a tensional force “F” pulling vertically from a boat. Further force beyond the tensile strength of the fuse will break the fuse pin14causing the shovel to rotate as shown in Figure s6A-6D. The tensile strength of the fuse pin is matched to what the ultimate tensile strength of the nylon rope or other retrieving means is used. Also shown inFIG.3, is a comparison of traditional means of releasing a stuck anchor. As previously discussed, the boat may try to maneuver in a position to pull the anchor from the obstruction. However, as shown if a force “F′” is applied and the lever rotates instead of the shovel, then the shovel's position and orientation on the ocean or lake floor will not change. Using the self-retrievable anchor such boat maneuvering is not needed. The shovel will rotate around the hinge pin and release the anchor. Rotation of the lever does not change the orientation of the shovel. Changing orientation of the shovel, or rotation of the shovel as done by the self-retrievable anchor is important to release the anchor from an obstruction. FIG.4illustrates an anchor of the prior art. Shown is an anchor having a shank40, a fluke42for capturing the bottom of the ocean or lake, and an eyelet41for connection to a chain or rope. The shank is typically welded to the fluke at connection43. The weld is susceptible to weld failures and other mechanical failures breaking apart the anchor. Also the prior art anchor because of the weld does not allow rotation of the fluke portion. Prior art anchors does not have the ability to interchange components. Typically a boat may carry two or more different types of anchors to adapt to the underwater conditions. However, with the self-retrievable anchor, parts are interchangeable allowing the shovel portion to be changed to easily adapt to various underwater conditions. FIG.5illustrates an engineering diagram simulating the involved forces acting on the self-retrievable anchor. InFIG.5, the following abbreviations are used: Ft=Tensional Force of the rope, Fs=Shear Force at shear or “Fuse Pin”, Fr=Resultant opposing Force at Anchor's body, A=Anchor's lever length or Distance from where the rope is connected to the pivot hinge, B=Distance from “Pivot Hinge” to shear point or “Fuse Pin”, S=Maximum Shear stress of the “Fuse Pin” material, and d=Fuse Pin Diameter. The sum of all forces perpendicular to the hinge point or pivot hinge and momentums is assumed to be equal to zero. Thus the calculation of the diameter of the fuse pin is calculated based on variable that include the lever length, tension force of the rope, distance between the pivot pin and fuse pin, and other variables as shown below:So: (Ft×A)−(Fs×B)=0 or FtA=FsB {circle around (1)}The Shear Stress Formula is: S=Fs/A {circle around (2)}Where A=Cross sectional area of the “Fuse Pin”In terms of Pin diameter A=πr2r=d/2 Therefore A=π2/4 {circle around (3)}Then: Fs=Sπd2/4{circle around (4)}Substituting formula 4 into 1 FtA=BSπd2/4 finding for “d” which is the unknown valueThen d2=4FtA/BSπ and finally: d=√{square root over (4FtA/BSπ)} Thus, the fuse pin is not universal, and the fuse pin diameter is calculated based upon the tensional force of the rope (or an amount, such as 10% below the rope's ultimate tensile strength), the Anchor's lever length or Distance from where the rope is connected to the pivot hinge, Distance from “Pivot Hinge” to shear point or “Fuse Pin”, and Maximum Shear stress of the “Fuse Pin” material. Again the fuse pin may be of an oval shape, or other shape for benefits previously articulated. The oval or wider portion would be in the horizontal position of the anchor and the thinner section of the oval fuse pin would be in the vertical direction of the “F” force being pulled from the boat. Depending on the implementation, the above diameter should be for this thinner portion of the oval shaped fuse pin. Furthermore, depending on the embodiment the fuse pin may not be oval shape in the cross-sectional directional, but may be another shape, including but not limited to a circle, a orthogon, a hexagon, a triangle, or other polygon shape depending on the implementation of the anchor. Again depending on the embodiment, the hinge pin's diameter is less than that of the chain link diameter in the cross sectional direction for the chain connecting the anchor to the boat. The reasons for this smaller diameter of the hinge pin is in order to retrieve at least all of the chain and the anchor's shank. This scenario is used in case the fuse does not shear at all. This embodiment for the hinge pin may be utilized for other shaped fuse pins as well. FIGS.6A-6Dillustrate various embodiments of the self-retrievable anchor. Shown inFIG.6Ais a self-retrievable anchor having a lever10. As previously discussed, the lever is connected to a retrieving means such as, but not limited to, a nylon rope. Depending on the implementation, a fuse pin60with fuse pin hole61in lever10may be located a distance away from the pivot hinge pin13and in the same plane in the hinge plate manifold. An additional eyelet3may be incorporated into the lever depending on the embodiment that can assist in hanging up the lever during storage.=. A stop bar62is located between the right and left shovel18in this embodiment. FIG.6Billustrates the counterclockwise rotation of the shovel18when the fuse pin is broken. Again, the fuse pin breaks when force “F”, from the pulling of the nylon rope from the boat, exceeds the tensile strength of the fuse pin. The tensile strength of the fuse pin is specifically designed to be below the ultimate tensile strength of the nylon rope or other retrieving means. Continual force in the perpendicular direction from a user on the boat will rotate the shovel up to a 180 degree position along axis A-A as shown inFIG.6C. Again the stop bar62prevents further rotation of the shovel beyond 180 degrees. The restricted rotation of the shovel is to prevent reintroduction of the shovel to the same underwater obstruction or a different obstruction underwater furthering hampering the retrieval of the anchor. A portion of the broken fuse pin may remain in lever10or fall off. Hinge pin13is the pivot point that the shovel18will rotate about in a counterclockwise direction. The self-retrievable anchor is then entirely recovered after the shovel of the self-retrievable anchor “self-removes” itself from the underwater obstruction. The fuse pin can later be replaced and is economically cost effective to replace as compared to traditional systems or other systems that require replacements of the entire anchor because of a cut or broken line to the anchor. Depending on the implementation the fuse pin may be made of a biodegradable material as previously described so that any portion of the fuse pin that remains under water will be eco-friendly and not disturb the underwater environment or create a new underwater obstruction as traditional cut anchors typically do when boat owners are force to leave it underwater. FIG.6Dfurther shows other embodiments that include where the hinge pin is also breakable but the lever, the chain and the rope are retrieved. In one embodiment, the fuse pin60breaks prior to the breaking of the nylon rope or other retrieving means. If rotation of the shovel does not accomplish release of the anchor and the anchor continues to be stuck even when the force “F” is further increased, then a breakable hinge pin13′ will break prior to reaching the breaking tensile strength of the nylon rope. The tensile strength of the breakable hinge pin will be higher than the fuse pin so that the fuse pin will break first to rotate the shovel. The hinge pin's tensile strength will in this embodiment be below the tensile strength of the nylon rope used. The lever10will be retrieved plus the rope and chain and the other parts of the self-retrievable anchor will remain underwater. Again, depending on the embodiment, the biodegradability of the remaining parts, if so implemented, creates an eco-friendly environment, and does not create further obstructions underwater, unlike traditional or other anchors. In a further embodiment forFIG.6D, no hinge pin is utilized and only the fuse pin is used. In this embodiment, if the force “F” exceeds the tensile strength of the fuse pin the fuse pin will break before the nylon rope breaks. For this embodiment where there is no hinge pin, the shovel will not necessarily rotate and the lever10will be retrieved. Parts of the self-retrievable anchor left under water are later replaced. Although the invention herein has been described with reference to particular embodiments, it is to be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It is therefore to be understood that numerous modifications may be made to the illustrative embodiments and that other arrangements may be devised without departing from the spirit and scope of the present invention as defined by the appended claims. | 18,507 |
11858594 | DESCRIPTION OF THE EMBODIMENTS The following description will describe several embodiments of the present invention. However, it is to be understood that the features illustrated in and described with reference to the drawings are not to be construed as limiting the scope of the invention. The anchor assist device (10) of the present invention is designed for use with a grappling anchor (40), such as that depicted inFIGS.2to4. The term grappling anchor (40) according to the present invention is intended to include any type of anchor that includes a shank (41) and a plurality of prongs (42) that extend outwardly from a lower end (45) of the shank (41), which also includes, but is not limited to, anchors that may also be known by or referred to as grapnel, reef, rock or wreck type anchors. Grappling anchors (40), and other similarly structured anchors, provide a connection with the anchoring ground through their set of a plurality of prongs (42), or tines, wherein one or more anchor prong (42) will catch and hold onto a hard or semi-hard underwater ground structure/surface. Whilst the grappling anchors (40) depicted in the Figures include four or five prongs (42), which are the most common types, the anchor assist device (10) is suitable for a range of grappling type anchors having any number of prongs (42), particularly those having three or more prongs. More particularly, as perFIG.2, the grappling anchor (40) shown includes a shank (41) with four or more prongs (42), or tines, that extend outwardly from a lower end (45) of the shank (41). The grappling anchor (40) also includes an inner portion (43), which is defined by the inner region including the lower end (45) of the shank (41) and the lower ends (44) of the prongs (42), and which is shown more clearly by the region within the dotted lines ofFIG.3referred to as (43). The anchor assist device of a preferred embodiment of the invention is shown generally as (10). FIG.1shows a preferred embodiment of the anchor assist device (10) of the present invention, which includes a plate section (20) having a base end (21) located opposite to a ground-engaging end (22). As shown inFIG.1, the plate section (20) further includes a leading edge (24), a first side (25), a second side (26) and corners (29) at the base end (21). In addition, the anchor assist device of the preferred embodiment includes a cross member (50) by which the plate section may be supported by two or more prongs (42) of the grappling anchor (40). More particularly, as shown inFIGS.2and3, the base end (21) of the plate section (20) is attached to an inner portion (43) (or lower rose portion) of the grappling anchor (40), such that the plate section (20) is supported by two or more prongs (42) of the grappling anchor (40) by way of the cross member (50), and the ground-engaging end (22) of the plate section (20) extends outwardly from the inner portion (43) of the grappling anchor (40). Advantageously, the ground-engaging end (22) of the plate section (20) is exposed such that it is able to penetrate and embed within a soft anchoring surface, such as sand, rubble, mud or shale. In particular, the increased surface area of the plate section (20), in comparison with the prongs (42) of the grappling anchor (40), provides improved anchor hold capacity when in contact with soft anchoring surfaces, which results in the anchor assist device increasing the versatility of traditional grappling anchors. The base end (21) of the plate section (20) may be attached to the inner portion (43) of the grappling anchor (40) by any means that would be known by those skilled in the art. This may include permanent attachment through welding, or the like, to the inner portion (43) at either the lower ends (44) of the prongs (42) or at the lower end (45) of the shank (41) (not shown). When the anchor assist device (10) is permanently attached to the grappling anchor (40), the grappling anchor (40) may still be flexibly used with hard or semi-hard anchoring ground by way of free prongs (42) that are not involved in the attachment of the anchor assist device (10). Alternatively, as shown in the preferred embodiment depicted inFIGS.1to4, the base end (21) of the plate section (20) is movably coupled to the inner portion (43) of the grappling anchor (40) through the use of a coupling means, which allows the plate section (20) to be movable from a first position in which the plate section (20) is supported by two or more of the prongs (42) of the grappling anchor (40), as shown inFIGS.2and3by way of the cross member (50), to a second position away from the two or more prongs (42) of the grappling anchor (40) and towards the shank (41). This is particularly advantageous in that when the grappling anchor (40) is fitted with the anchor assist device (10) and encounters soft anchoring surfaces, the plate section (20) is in the first position and supported by two or more of the prongs (42) so that the ground-engaging end (22) may penetrate the soft anchoring surface and a portion of the plate section (20) then becomes embedded within the soft anchoring ground. Then, when encountering hard or semi-hard anchoring surfaces, the plate section (20) is movable to the second position away from the prongs (42) so that the prongs (42) may hook onto the hard or semi-hard anchoring surface in the way that they normally would when using a grappling anchor (40). Thus, the movable coupling increases the flexibility of the anchor assist device (10) and means that once attached to the grappling anchor (40), the anchor assist device (10) may remain when encountering either soft and hard or semi-hard anchoring grounds. The coupling means may include any such means that would be known by those skilled in the art to movably couple the base end (21) of the plate section (20) to the inner portion (43) of the grappling anchor (40). More specifically, the coupling means may include one or more shackles (30) that movably couple the base end (21) of the plate section to the inner portion (43) of the grappling anchor (40), and more particularly, to the lower ends (44) of the prongs (42) within the inner portion (43). In particular, the embodiment shown inFIG.2includes a pair of shackles (30) that movably attach the base end (21) of the plate section (20) to the lower ends (44) of neighbouring prongs (42). However, any number and positioning of shackles (30) that would achieve the movable coupling of the plate section (20) to the inner portion (43) are considered to fall within the scope of the invention. In addition, in the preferred embodiment depicted inFIG.2, the shackles (30) are permanently attached to the underside (23) of the plate section (20). In this case, the shackles (30) are welded to the underside (23) at the base end (21) of the plate section (20); however, the shackles (30) may be permanently attached through any other means that would be known by those skilled in the field. The shackles (30) may be positioned approximately 10 mm from the corners (29) of the plate section (20) with the shackle opening facing away at approximately 90° to the plate section (20). However, the positioning of the shackles (30) may include any other positioning that would achieve the function of movably coupling the base end (21) of the plate section (20) to the inner portion (43) of the grappling anchor (40) and would be known by those skilled in the art. As mentioned above, the embodiment of the anchor assist device (10) depicted inFIGS.1to4, includes a cross member (50), which acts as a support bar and extends transversely across the plate section (20), overhanging the first side (25) and the second side (26) of the plate section (20). In this way, the plate section (20) is supported by neighbouring prongs (42) of the grappling anchor (40) by way of the cross member (50). Also, in the embodiment shown inFIGS.1to4, the cross member (50) is attached to the underside (23) of the plate section (20). In particular, the cross member (50) may be welded to the underside of the plate section (20). Alternatively, the cross member (50) may be bolted to the underside (23) of the plate section (20) or secured by any other suitable attachment means that would be known to those skilled in the art. The cross member may be in the form of a cylindrical (round) bar of a suitable diameter and length to overhand the sides (25,26) of the plate section (20). As an example only, the cross member may be formed of a 10 mm round bar of 300 mm in length. The cross member (50) may be attached parallel and approximately 850 mm from the base end (21); however, any other positioning of the cross member (50) that would achieve the function of supporting the plate section (20) by two or more of the prongs (42) is considered to fall within the scope of the present invention. As depicted in the embodiment shown inFIG.1, the ground-engaging end (22) of the plate section (20) includes a leading edge (24) that is adapted to penetrate a soft anchoring surface/ground, such as sand, rubble, mud or shale. In particular, in the preferred embodiment shown inFIGS.1to4, the ground-engaging end (22) includes one leading edge (24) that is a flattened edge. However, the ground-engaging end may include any number of leading edges (24) such that it would achieve the effect of penetrating and embedding within soft anchoring ground, as further discussed below. Furthermore, as depicted inFIGS.1to4, the plate section (20) is a flat plate and provides a surface for penetrating and embedding within soft anchoring ground. Alternatively, the plate section may be curved (bent), as discussed further below. Additionally, the plate section (20) may be formed in any number of general shapes that would allow the ground-engaging end (22) of the plate section (20) to penetrate and embed within soft anchoring surfaces (ground). In the embodiment shown inFIGS.1to4, the plate section (20) is in the form of a flat isosceles trapezoid having first and second sides (25,26) of equal length. For example, the first and second sides (25,26) may be 210 mm with a leading edge (24) of 25 mm; however, any other dimensions that allow the anchor assist device (10) to be attached to the grappling anchor (40) could be used. Also, as shown, the leading edge (24) is flat and has a narrower width than the base end (21) of the plate section (20). Advantageously, this wedged shape allows the ground-engaging end to embed with a soft anchoring ground to achieve improved anchor hold capacity. In addition, the ground-engaging end (22) of the plate section (20) may also be formed to include two or more leading edges (24), which whilst not shown in the Figures provided, is considered to fall within the scope of the present invention. In an alternative embodiment of the anchor assist device (110), the shackles (130) may be removably attached to the plate section (120) by any such means known to those skilled in the field. In particular, the anchor assist device (110), as shown inFIGS.5and6, includes square ended shackles (130) that are positioned through corresponding holes (128) formed through the base end (121) of the plate section (120). The shackles (130) are then held in place with the use of butterfly nuts (131) and sprung washers, or the like, and may be removed when desired. The corresponding holes (128) through the base end (121) of the plate section (120) may be formed by any means known by those skilled in the art, including through drilling, laser cutting or punching. More particularly, a number of different types of shackles of suitable sizes may be utilised, including but not limited to ‘D’ shackles. As shown inFIG.2, the shackles may include two 20 mm ‘D’ Shackles placed at 90° to the plate section (20) (wedge) and 70° with respect to the corner sections (29). Each ‘D’ Shackle is set an appropriate distance (approximately 10 mm) in from the corners (29). The opening section of each shackle is uppermost with the thread section facing outwardly. Alternatively, square “U” shackles, as depicted inFIGS.5and6may be utilised. For examples holes that allow for use of square ‘U’ shackles with 5/16 thread (L: 64 mm, W: 34 mm, T: 40 mm). As mentioned above, the plate section and leading edge may also take the form of any number of other shapes and configurations to assist with increasing the surface area and anchor hold capacity of the anchor assist device when used for soft anchoring ground.FIGS.7ato7eillustrate various examples in which the plate section is curved/bent. However, these examples are not exhaustive and it is considered that other forms of the plate section having alternative curved or flat portions fall within the scope of the present invention. In the embodiment depicted inFIG.7a, the plate section (220) is curved to form three distinct regions (270,271,272), which then narrow and come together towards the ground engaging end (222) so that the leading edge (224) is in the form of a pointed end. The plate section (220) is then able to be supported by the prongs of the grappling anchor (not shown) by way of the cross member (250). Alternatively, as shown inFIG.5b, the plate section (320) may be curved to form three distinct regions (370,371,372) wherein the outer regions (370,372) curve upwardly and the leading edge (324) of the ground-engaging end (322) is a narrow, flattened edge. The plate section (320) is then able to be supported by the prongs of the grappling anchor (not shown) by way of the cross member (350). Another embodiment of the plate section (420) is shown inFIG.5cin which the plate section (420) is bent to form a central raised portion (470) and two flat side portions (471,472). The portions (470,471,472) converge from the base end (421) towards the ground-engaging end (422) to form a pointed leading edge (424). The plate section (420) is then able to be supported by the prongs of the grappling anchor (not shown) by way of the cross member (450). The embodiment depicted inFIG.5dmirrors that ofFIGS.1to4, wherein the plate section (520) is a flat plate with a base end (521), a ground-engaging end (522) and a flattened leading edge (524). The plate section (520) is then able to be supported by the prongs of the grappling anchor (not shown) by way of the cross member (550). As shown inFIG.5e, the plate section (620) includes the base end (621), ground-engaging end (622) and may be bent to form a central depressed portion (670), wherein the leading edge (624) is a flattened curved leading edge. The plate section (620) is then able to be supported by the prongs of the grappling anchor (not shown) by way of the cross member (650). In another embodiment of the invention, the anchor assist device (810) includes extension pieces, wherein the plate section (820) is supported by the one or more prongs of the grappling anchor by way of the extension pieces. This is depicted inFIG.8, wherein the plate section (820) includes extension pieces (827) that project outwardly from the first and second sides (825,826) of the plate section (820), respectively, such that the extension pieces (827) are supported by neighbouring prongs (842) of the grappling anchor (840). In this embodiment the cross member (50) is not required as the extension pieces (827) provide a surface that rests on the prongs of the grappling anchor in order to support the plate section (820). The extension pieces (827) may be integrally formed with the plate section (820), as shown inFIG.8, or may be individual pieces that are attached to the plate section (820). Also, as shown inFIG.8, the plate section (820) may optionally include a plurality of openings or holes (828) at the base end (821) through which shackles or other attachment means may be received. In addition, further openings or holes (829) may also be formed at the ground engaging end (822) of the plate section (820) to allow for additional attachment means to be utilised, such as zip ties (cable ties) or the like. FIG.9shows the plate section (820) as illustrated inFIG.8when attached to the inner portion (843) of a grappling anchor (840). In particular, the plate section (820) is attached to lower ends (844) of neighbouring prongs (842) by way of a pair of shackles (830) inserted through two of the openings (828). However, as discussed above, any other suitable attachment means may be used. As shown, the extension pieces (827) are supported by neighbouring prongs (842) of the grappling anchor (840), such that the ground-engaging end (822) extends outwardly from the inner portion (843) of the grappling anchor (840). Also, the leading edge (824) of the plate section (820) is oriented outwardly from the inner portion (843) of the grappling anchor (840) so that it may penetrate and embed within a soft anchoring ground. FIG.10depicts an alternative attachment arrangement of the anchor assist device (810) depicted inFIG.8, whereby the plate section (820) is attached to two prongs (842) at the inner portion (843) of a grappling anchor (840), and wherein a central part (880) of the plate section (820) rests along and is supported by a prong (842) of the grappling anchor (840). As shown, the ground-engaging end (822) and leading edge (824) extend outwardly from the inner portion (843) such that the plate section (820) is able to penetrate and embed within a soft anchoring ground or surface. The ground-engaging end (822) of the plate section (820) may be optionally secured to the prong (842) by way of a zip tie (cable tie) passing through corresponding holes (829) on the plate section (820). Therefore, whilst the shackles (830) remain the main attachment means, zip ties or the like may be used as complementary securing means to reduce rattle and to aid in centring the plate section (820) along the third prong (842). Other complementary securing means that would be known by those skilled in the art are considered to fall within the scope of the present invention. FIG.11illustrates a similar arrangement to that depicted inFIG.10; however, the grappling anchor (840) has four prongs (842) rather than five as shown inFIG.10. As shown, the position of the attachment means (shackles) may vary as desired by virtue of the placement of the openings (828) at the base end (821) of the plate section (820). FIGS.12to14include further examples of how the plate section (820) may be attached to various grappling anchors (840) by way of the positioning of the openings (828) at the base end (821) of the plate section (820). As discussed earlier, the plate section (820) may be in the form of a variety of shapes and configurations, including flat, curved, bent, concave, etc. The plate section (20) (or wedge) and other components of the present invention, including shackles, cross member, extension pieces, etc., may be made from mild steel, stainless steel, galvanised steel or any other suitable materials that would be known by those skilled in the art. This may include materials of various thicknesses that achieve the desired functionality. In addition, the thickness of the plate section may be varied as desired. For example the thickness of the plate section may be approximately3mm, however, it is not limited to this thickness and could be thicker or thinner as desired, so that it achieves the desired effect of being able to penetrate and embed within a soft anchoring ground. The illustrations offered by way of example shows the invention with dimensions that are suitable for use on domestic grapnel, grappling or reef anchors as used on small to medium vessels or boats. However, the design may be enlarged by all factors to accommodate application with such as larger vessels, boats or ships. As shown inFIG.4, when in use the base end (21) of the anchor assist device (10) may be attached to the inner portion (43) of a grappling anchor (40) such that the plate section is supported by the prongs (42) of the grappling anchor (40) and the ground-engaging end (22) extends outwardly from the inner portion (43). The arrow (60) depicts the direction of travel when setting the grappling anchor (40) and the arrow (61) depicts the direction of embedment of the ground-engaging end (22) of the plate section (20) within the soft anchoring ground (not shown). Overall, the anchor assist device as disclosed and when attached to a parenting grappling, grapnel, or reef anchor provides a plate section with a ground-engaging end (wedge surface) that will dig into and provide increased drag embedment and anchor hold capacity within soft anchoring ground (loose seabed), such as loose gravels, shale, sand or/or mud. Advantageously, the anchor assist device of the invention is quick and easy to fit (attach) to a grappling anchor and once fitted will provide a wide friction hold area increasing the anchor hold capacity and the stability of the vessel at anchor when used for soft anchoring grounds, such as loose gravels, shale, sand or mud. Furthermore, in one form of the invention the anchor assist device (10) may be shackled to and removed from the grappling anchor (40) with relative ease. However, the anchor assist device (10) may also stay affixed and will have minimal impact on the parenting grapnel, grappling or reef type anchors' hold capacity when used on underwater anchoring grounds of reef or rock. In particular, if used on underwater hard anchoring grounds, such as reef or rock, the anchor assist device (10) will either hold in place or will rotate away enabling the prongs (42) of the grappling anchor (40) to secure to the anchoring ground. It will be appreciated that many modifications and variations may be made to the methods of the invention described herein without departing from the spirit and scope of the invention. The descriptions, illustrations, photographs and drawings, form the disclosure of this specification all of which are imported hereinto as part of the record hereof. It is to be understood that various alterations, modifications and/or additions may be incorporated into the various constructions and arrangements or parts without departing from the spirit and ambit of the invention. 1. An anchor assist attachment/device for use on a parenting Grapnel, Grappling and Reef anchors, comprising:a. A flat plate section (isosceles triangle/trapezoide) with two equal long and one short side with the tip section presenting as a flattened point.b. Cross member/bar section welded across the rear mid-section of the plate/wedge section crossing and extending past the two equal long edges of the plate sectionc. Two securing shackles welded to the rear flat section of the plate/wedge at each corner (long & short side of the plate triangle) at 70° to the respective corner sections. 2. An anchoring assist attachment/device according to claim 1, for use with and attachment to grapnel, grappling and/or reef anchors increasing embedment and hold capacity on a sand or soil below a seabed or riverbed surface. 3. An anchoring assist attachment/device according to claims 1 and 2, comprising of a flat wedge surface that is attached by two shackles to the lower rose portion (inner portion) of a selected parenting anchor (grappling anchor). 4. An anchoring assist attachment/device according to claims 1 to 3, on attachment and use stability and load retention is provided through a cross member/bar section that is welded to the rear surface (underside) of the wedge section. This cross member/bar section resting against the inner section (inner portion) of the selected anchor with the left and right side of this cross member/bar section resting on the left and right neighbouring prongs of the selected anchor. 5. An anchoring assist attachment/device according to claims 1 to 4, once attached and in use providing an increased embedded anchoring surface when used on lose marine and/or river bed surfaces, including sand & soil, increasing embed surface hold area of the anchor by up to and exceeding 500% as assessed against the available friction surface offered by the parenting anchor. 6. An anchoring assist attachment/device according to claims 1 to 5, flat wedge section being triangle (isosceles) in shape with cross member/bar. Narrow flat edge of the triangle wedge section sitting on the inner section of the anchor rose providing point of stability. 7. An anchoring assist attachment/device according to claims 1 to 6, flat wedge section being triangle (isosceles) in shape with long side edges of equal length gradually reducing to a flattened point section this section being forward facing enabling ease of embedment to ground surface. 8. An anchoring assist attachment/device according to claims 1 to 7, that once fitted and in use will provide sufficient weight to the parenting anchor (grappling anchor) allowing the wedge flattened point/section to predominantly be the first area of the anchor that comes into contact with and embeds to the anchoring surface. 9. An anchoring assist attachment/device according to claims 1 to 9, if used on marine or river beds with broken or solid rock or reef ground the anchor if not held by the wedge section will rotate (move) and hold by the parenting anchors' (grappling anchors') own prong sections. 10. An anchoring assist attachment/device according to claims 1 to 9, the wedge section (plate section) having a load bearing surface which bears on said loose sand or soil when said anchor is subjected to loading therein. When anchoring presents an angled anchor to the ground surface. 11. An anchoring assist attachment/device according to claims 1 to 10, is able to be attached and removed for storage and/or replaced with ease by fastening or unfastening securing shackles. 12. An anchoring assist attachment/device according to claims 1 to 11, when deployed and running against the ground surface will present at or about the same angle as the parenting anchors prongs. 13. An anchoring assist attachment/device according to any proceeding claim that may be affixed by either use of ‘d’ shackles welded to the plate section; or by secondary means, through placement of square ‘u’ shackles through holes placed in the plate section. 14. An anchoring assist attachment/device according to claim 13, that may be supported by a cross member/bar section that is either welded or bolted in place. 15. An anchoring assist attachment/device according to claims 1 to 14, that may be enlarged by all factors to accommodate application with such as larger vessels, boats and/or ships. | 26,587 |
11858595 | DETAILED DESCRIPTION OF THE INVENTION An improved deck hook, i.e., hook10, is shown inFIG.1. Hook10is designed to engage one of the four slots12(having a typical 1.75 inch width W) formed in a deck socket14of a transportation vessel, e.g., a ship. As shown inFIG.2, a load force can be oriented in multiple directions characterized by projections on a surface of the deck with symmetric angles A and angle B in a vertical surface of symmetry plane of a slot12. Referring now toFIG.3, hook10includes a body member16which includes upper part18and an upper foot22pivotally connected to upper part18. Body member16further includes an angled lower part20and a lower foot24pivotally connected to lower part20. In one preferred embodiment, a lashing eyelet26symmetrically merges with upper part18. Upper and lower feet22and24include openings28and30, respectively, which are sized to accommodate the upper and lower parts, respectively. Referring now toFIGS.4-5, shafts32aand32b, and shafts34aand34b, are press-fitted into feet22and24, respectively, and pivotally fit in coaxial holes36aand36bof upper body18, and coaxial holes38aand38bof lower body20. In the orientation ofFIG.4, a distance “T+a” is defined along an axis Z, axis Z passing through the center of holes36band38band being oriented perpendicular to the upper surface of the socket. Distance T is selected to match the thickness of socket14. Distance “T+a” is preferably slightly greater than the thickness of socket14, which provides tolerance to allow for positioning of the socket into rounded end13of slot12. In one preferred embodiment, body member16is sized such that distance a is approximately 0.060 to 0.090 inches, and more preferably about 0.080 inches. Feet22and24are shown in the installed position inFIG.6. When in the installed position, foot22and foot24are parallel, with surface42of upper foot22contacting the upper surface of socket14and surface44of lower foot24contacting the lower surface of socket14. As best shown inFIG.4, lower part20includes deck engaging surface46to contact, when in the installed condition, the rounded end13of slot12. The radius of cylindrical surface46is formed to conform as close as possible to the interior radius of rounded end13, thereby increasing the area of surface contact and thus reducing the contact stresses between such surfaces during a securement operation. In one preferred embodiment, the maximum contact stresses are reduced to a level below the fatigue strength of aluminum, thus greatly reducing the likelihood that the deck hook will cause damage to an aluminum socket14. As best shown inFIG.3, a vector of loading force L applied to some point of eyelet16is equivalent to a horizontal vector of projected force H=L×cos A and a vertical vector of projected force V=L×sin A. As mentioned above, angle B is variable so forces H and V are variable too. Despite the fact that the values of forces H an V are variable, their directions and contact areas on the aluminum socket14are unchangeable. Force V always results in a predetermined and known contact between socket14and surface44of lower foot24. Force H always results in a predetermined and known contact between the rounded end13of slot12and engaging surface46of hook10. Both feet22and24stay coincidental with top and lower surfaces of socket14, respectively, to completely eliminate any edge contacts therebetween in any conditions, thereby reducing/eliminating any likelihood of damage to the aluminum surfaces. Deck hook10is shown in the installed condition inFIG.6. In this orientation, cylindrical surface46is pressed against the rounded end13of slot12. Pressing deck hook into the rounded end13of slot12causes upper foot22to shift to the right a distance X (seeFIG.6), thereby reducing the vertical distance between it and lower foot24to a distance T, whereby surface42of upper foot22contacts the upper surface of socket14and whereby surface44of lower foot24contacts the lower surface of socket14. Accordingly, the novel design of the present invention provides a hook which engages a conventional deck socket over an increased and constant surface area throughout a wide range and direction of loading forces, thereby keeping the contact stresses equal or lower than the fatigue strength of the material used for the socket. It will be appreciated that the present invention has been described herein with reference to certain preferred or exemplary embodiments. The preferred or exemplary embodiments described herein may be modified, changed, added to or deviated from without departing from the intent, spirit and scope of the present invention, and it is intended that all such additions, modifications, amendments and/or deviations be included in the scope of the present invention. | 4,777 |
11858596 | Before the embodiments of the invention are explained in detail, it is to be understood that the invention is not limited to the details of operation or to the details of construction and the arrangement of the components set forth in the following description or illustrated in the drawings. The invention may be implemented in various other embodiments and of being practiced or being carried out in alternative ways not expressly disclosed herein. Also, it is to be understood that the phraseology and terminology used herein are for the purpose of description and should not be regarded as limiting. The use of “including” and “comprising” and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items and equivalents thereof. Further, enumeration may be used in the description of various embodiments. Unless otherwise expressly stated, the use of enumeration should not be construed as limiting the invention to any specific order or number of components. Nor should the use of enumeration be construed as excluding from the scope of the invention any additional steps or components that might be combined with or into the enumerated steps or components. DESCRIPTION OF CURRENT EMBODIMENTS A retractable step system for a boat in accordance with an embodiment of the present invention is shown inFIGS.1and2. The step system10is configured to mount below a swim platform SP, access platform, pontoon boat deck or other similar boat structures, and is selectively movable between a retracted position in which the steps are hidden below the mounting structure and an extended position in which the steps are extended from beneath the structure for use (e.g. to enter or exit the boat or for lounging). In the illustrated embodiment, the system includes a main frame12, a linkage14movable coupled to the main frame12, a plurality of step assemblies16a-bcarried by the linkage14and an actuator assembly18for moving the linkage14(and consequently the steps) relative to the main frame12.FIGS.2and4show the main frame12mounted to the undersurface of a swim platform SP, but the system10may be mounted to other suitable mounting structure, such as the undersurface of the deck of a pontoon boat. In the illustrated embodiment, the actuator assembly18is automated and can be controlled by a user from within the boat. For example, the system10may have an onboard control (not shown) that can be used to selectively extend the steps when they are needed (SeeFIG.1) and retract them when they are not (SeeFIG.3). The system10may also have a control that is accessible from the water. For purposes of disclosure the present invention is described in the context of a retractable step system10mounted beneath a swim platform SP located at the aft end of a boat. To facilitate disclosure in this context the terms fore (or forward) and aft may be used to denote directions relative to the boat. These terms are not intended to limit the mounting position or orientation of the system10with respect to the boat. Instead, it should be understood that the system10may be mounted at other locations and at other orientations. For example, a system10may be mounted to the undersurface of the fore deck of a pontoon boat, in which case the terms fore (or forward) and aft would be reversed. The retractable step system10will now be described in more detail with reference toFIGS.1-16. As noted above, the system10generally includes a main frame12, a linkage14movable coupled to the main frame12, a plurality of step assemblies16a-bcarried by the linkage14and an actuator assembly18for moving the linkage14(and consequently the steps) relative to the main frame12. In the illustrated embodiment the main frame12is a generally rectangular structural framework configured to mount to a generally planar undersurface. It may, however, be configured to mount to non-planar surfaces, if desired. As perhaps best shown inFIGS.1,2,6and14, the main frame12is a peripheral structure having a pair of side members20and22that are joined by an outer frame member24and an inner frame member26. The main frame12of the illustrated embodiment includes a subframe28configured to support the actuator assembly18and the bell crank assembly50(described below). In this embodiment, the subframe28is mounted between and supported by the outer frame member24and the inner frame member26. The subframe28of this embodiment is generally rectangular with side plates36and38, as well as a cross member30that receives the inner end of the actuator assembly18. For example, the illustrated cross member30includes a clevis32configured to receive one end of the actuator assembly18. The subframe28also includes one or more cross supports, such as cross support34, that provide reinforcement to the subframe28. In this embodiment, cross support34receives stop bolts40. The stop bolts40are positioned in the path of the bell crank54, and may be extended or retracted with respect to the cross support34to set the rearward limit on travel of the bell crank54and consequently the linkage14and the steps. In the illustrated embodiment, the subframe28also includes a pair of intermediate supports42and44that extend between the cross support34and the outer frame member24. In this embodiment, the intermediate support42and44are somewhat forked-shaped fitting over the cross support34. The illustrated main frame12, including subframe28, is merely exemplary. The design and configuration of the main frame12, including subframe28, may vary from application to application as desired. For example, the size, shape and configuration of the main frame12, including the subframe28, may vary. In the illustrated embodiment, the linkage14includes a bell crank assembly50having a longitudinally-extending torque tube52, a centrally-located bell crank54and integrated linkage arms56and58located toward opposite ends of the torque tube52(SeeFIG.15). In the illustrated embodiment, the torque tube52is rotatably mounted to the undersurface of the subframe28extending between the side members20and22of the main frame12. As perhaps best shown inFIGS.2and12, the side plates36and38each define a torque tube seat60and62. The torque tube52is rotatably secured in the seats60and62by brackets64and66, which may be secured, for example, by fasteners that extend through the brackets64and66into the side plates36and38. Bushings68(or bearings) may be disposed about the torque tube52to facilitate rotation. In the illustrated embodiment, each bushing68includes two generally C-shaped Delrin bushings (or similar urethane bushings) that close about the torque tube52from opposite sides (SeeFIGS.9,10and12). The Delrin bushings may be replaced by other types of bushings or bearings, such as sintered bronze bushings or various bearing assemblies. Opposite ends of the torque tube52are fitted over end bushings70and72, which are secured to the side members20and22. The bushings70and72rotatably support opposite ends of the torque tube52. For example,FIG.11is an exploded view showing bushing70removed from one end of the torque tube52. In the embodiment, the opposite end of the torque tube52is essentially identical. In this embodiment, the end bushings70and72are secured to the side members20and22by fasteners. For example, fasteners (not shown) may extend through the side members20and22into screw holes in the outer surfaces of the end bushings70and72. In the illustrated embodiment, the end bushings70and72are Delrin bushings or similar urethane bushings, but the torque tube may be supported at opposite ends by other types of bushings or bearings. In the illustrated embodiment, the bell crank54is in the form of a clevis that is affixed to the torque tube52, for example, by welding. The bell crank54pivotally receives the outer end of the actuator assembly18. A clevis pin55, bolt or other similar structure may extend through the bell crank54and the free end of the actuator assembly18to operatively secure the actuator to the bell crank54. As perhaps best shown inFIG.7, the bell crank54of the illustrated embodiment has a bend toward the middle to accommodate the upper step90and provide a lower profile when the system10is retracted. The size, shape and configuration of the bell crank54may vary from application to application as desired. Referring now toFIGS.2and15, the integral linkage arms56and58are affixed to the torque tube52near opposite ends. For example, the integral linkage arms56and58may be welded or otherwise secured to the torque tube. In the illustrate embodiment, the integral linkage arms56and58are configured to receive and support the step assemblies16a-bin spaced relationship. A cross support84may extend between the remote ends of the integral linkage arms56and58to provide additional structural support. As shown inFIG.15, the remote ends of the linkage arms56and58may include a bend configured to accommodate the steps16a-bwhen the system10is fully retracted. In the illustrated embodiment, the linkage14further includes first and second supplemental linkage arms80and82. As perhaps best shown inFIGS.1-4, the supplemental linkage arms80and82are pivotally mounted to the side members20and22in spaced relation to the integral linkage arms56and58. In the illustrated embodiment, the remote end of each supplemental linkage arms80and82includes a bend. In the illustrated embodiment, the supplemental linkage arms80and82cooperate with the integral linkage arms56and58to receive and support the step assemblies16a-b. In the illustrated embodiment, the integral linkage arms56and58and the supplemental linkage arms80and82are of sufficient length to support two step assemblies16a-b(SeeFIG.1). In alternative embodiments, the length of the linkage arms56,58,80and82may be varied to accommodate a different number of step assemblies16a-b. For example, the linkage arms56,58,80and82may be extended to support one or more additional step assemblies as desired to increase the reach of the extended system10. The system10of the illustrated embodiment includes a locking arrangement for securing the system10in the retracted position.FIG.13is an enlarged view of the illustrated locking arrangement on one side of the main frame12in the locked condition. The locking arrangement may be essentially identical on the opposite side. In this embodiment, the remote end of each supplemental linkage arm80and82includes a locking ear74that overlaps with the main frame12when the system10is fully retracted. The ears74and the side members20and22may define a pair of holes that align when the system10is fully retracted. A locking pin75may be fitted through the aligned holes on opposite sides to secure the system10in the fully retracted position. This may be particularly helpful if the actuator assembly18fails and is unable to retain the system10in the retracted position. In the illustrated embodiment, the system10includes two step assemblies—upper step assembly16aand lower step assembly16b. The upper step assembly16agenerally includes an upper step90, a pair of step brackets92and94and a step framework96. The step brackets92and94are disposed on opposite sides of the system10, and are configured to support opposite ends of the upper step90. More specifically, on one side of the system10, step bracket92is pivotally connected to integral linkage arm56and supplemental linkage arm80and, on the opposite side, step bracket94is pivotally connected to integral linkage arm58and supplemental linkage arm82. The step framework96is configured to join the step brackets92and94, and to provide structural support for the upper step90. In the illustrated embodiment, the step framework96for the upper step90includes two cross members96a-b. The lower step assembly16bis similar to upper step assembly16a, and generally includes a lower step100, a pair of step brackets102and104and a step framework106. As with the upper step assembly16a, the step brackets102and104of the lower step assembly16bare disposed on opposite sides of the system10, and are configured to support opposite ends of the lower step100. As can be seen, step bracket102is pivotally connected to integral linkage arm56and supplemental linkage arm80and step bracket104is pivotally connected to integral linkage arm58and supplemental linkage arm82. The step framework106for the lower step100is configured to join the step brackets102and104, and to provide structural support for the lower step100. In the illustrated embodiment, the step framework106for the lower step100includes three cross members106a-c. The upper step90and the lower step100may be manufactured from marine board, plastic composite or other suitable materials. In the illustrated embodiment, the linkage arms56,58,80and82are rotatably connected to the main frame12and the step brackets92,94,102and104by fasteners that are fitted with bushings or bearings. For example, each of these connection points may include a T-bushing116that not only facilitates rotation, but also provides spacing between adjacent parts (SeeFIG.16). The T-bushing116of the illustrated embodiment are Delrin bushings or similar urethane bushings, but they may be replace by bearings or by other bushings. It should be understood that this connection structure is merely exemplary and that it may be replaced by other connections that allow pivotal or rotational movement of the linkage14. In the illustrated embodiment, the lower step100is substantially deeper that the upper step90allowing the lower step100to function as a landing. The greater depth of the lower step100may facilitate use, particularly by individuals that face physical challenges and by large pets that may not fit well with narrower steps. Even when the steps are not being used as an entry and exit system, the system10can be extended and the lower step100can be used as a place to sit, rest or lounge in the water. In the illustrated embodiment, the upper step90may have a depth of about 6.5 inches, or more generally in the range of 5 to 12 inches, and the lower step100may have a depth of 16 inches or more generally in the range 10 to 24 inches. In this embodiment, the lower step has a depth of about 2.5 time the depth of the upper step. These dimensions are exemplary, however, and the size, shape and configuration of the steps may vary from application to application. In the illustrated embodiment, the depths of the upper and lower steps are selected so that the outer edges of the steps are generally in vertical alignment when in the retracted position. This allows the lower step100to have greater depth without increasing the profile beyond the upper step90. In alternative embodiments, the system may include a different number of steps, such as one step, three steps or more steps. In the illustrated embodiment, the upper step90defines a recess120configured to accommodate a portion of the actuator assembly18when the steps are retracted (SeeFIG.6). The recess120fits around a portion of the actuator assembly18to allow the upper step90to have an overall depth that is greater than would otherwise be permitted by the physical constraints of the actuator assembly18. Further, in the illustrated embodiment, the lower step100includes an outer portion122and an inner portion124. The inner portion124is narrowed to allow it to fit within the linkage14when the steps90,100are retracted. This allows the lower step100to have significantly more depth than the upper step90. In the illustrated embodiment, the actuator assembly18is operatively coupled between the main frame12and the bell crank54so that extension and retraction of the actuator assembly18causes rotation of the bell crank assembly50relative to the main frame12, which in turn causes corresponding movement of the integrated linkage arms56and58, the supplemental linkage arms80and82and the step assemblies16a-b. In the illustrated embodiment, the actuator assembly18includes a self-contained hydraulic linear actuator that extends and retracts to move the step assemblies16a-bbetween the retracted position and the extended position. The self-contained hydraulic actuator18of the illustrated embodiment includes an integrated hydraulic pump, hydraulic reservoir and hydraulic cylinder. In the illustrated embodiment, the hydraulic actuator18is controlled by a single pair of wires that supply DC power. In this embodiment, supplying power with one polarity causes the hydraulic actuator18to extend and supplying power in the opposite polarity causes the hydraulic actuator18to retract. In such embodiments, the self-contained hydraulic actuator18facilitates installation on a boat as it requires only a single pair of wires to be routed to the actuator. The wires may be fitted, for example, through a watertight bulkhead fitting in the transom of the boat beneath the swim platform. In the illustrated embodiment, the linkage14is arranged so that the self-contained hydraulic actuator assembly18remains at an angle of at least 15° from horizontal throughout its entire range of motion. This may help to facilitate proper operation of select hydraulic actuators that may have operational issues when oriented in a generally horizontal orientation. In alternative embodiments, the hydraulic actuator assembly18may include an internal bladder that allows proper operation even when the self-contained hydraulic actuator is oriented in a generally horizontal position. In such embodiments, the linkage14may be arranged to allow the hydraulic actuator to move into a generally horizontal position. In some implementations, this may facilitate an even more compact retracted system. In the illustrated embodiment, the system10has a single central actuator assembly18configured to operate spaced-apart linkage arms to selectively extend and retract the step assemblies16a-b. In alternative embodiments, the location and/or number of actuators may vary from application to application. Further, the actuator assembly18of the illustrated embodiment is a linear actuator that is mounted between the main frame12and the linkage14. In operation, extension and retraction of the linear actuator moves the system between the retracted position and the extended position. In alternative embodiments, the actuator assembly18may be a rotary actuator rather than a linear actuator. Referring now toFIGS.3and5, when in the retracted position, the steps90,100and associated linkage14are folded into a compact arrangement under the swim platform (or other mounting structure), where they occupy limited space and are generally hidden from view. In the extended position (SeeFIGS.2and4), the steps90,100and a portion of the associated linkage14are extended beyond the swim platform (or other mounting structure), where they can be used as steps to climb up or down from the swim platform. Further, the extended steps90,100can be used as a place to rest, lounge, sit or otherwise enjoy the water. The system10is well suited for use not only by humans, but also by pets, which can have a particularly difficult time entering and exiting a boat. In the illustrated embodiment, the linkage14maintains the steps in a generally horizontal orientation throughout the entire range of motion. This allows use the system10when the steps90,100are in a range of positions between the retracted and extended positions. For example, when the water is shallow, the steps90may reach the ground before they are fully extended. In those situations, the operator may use the system10by partially extending the system10to bring the lower step100into a position against or close to the ground. The linkage14and step assemblies16a-bare configured to provide a compact system10when in the fully retracted position. In the illustrated embodiment, the linkage14is configured so that the integral linkage arm56,58and the supplemental linkage arm80,82are disposed on opposite sides of the associated step brackets92,94,102,104, thereby allowing the integral linkage arms and the supplemental linkage arms to pivot compactly along opposite sides of the step brackets as the system10is moved into the retracted position. More specifically, in this embodiment, the integral linkage arms56,58are disposed on the inside of the step brackets92,94,102,104and the supplemental linkage arms80,82are located on the outside (SeeFIGS.9and10). In this embodiment, the side members20and22are arranged in a common plane with the corresponding step brackets92,94,102,104of the upper step. In one embodiment, the side plate and corresponding step bracket are configured to closely nest when the system is folded into the retracted position (SeeFIG.5). As shown, each side member20and22of this embodiment has a somewhat triangular downward extension that receives and supports a free end of the torque tube52. Each upper step bracket92,94is shaped with a profile that closely accommodates the downward extension of the corresponding side member20,22when the system10is in the retracted position. Further, the step brackets92,94of the upper step assembly16aare arranged in a common plane with the step brackets102,104of the lower step assembly16b, and are configured to closely nest when the system10is moved into the retracted position. In this embodiment, each step bracket92,94,102,104is generally L-shaped having a main portion that is coupled to the linkage arms and a reduced-height step portion that underlies and supports at least a portion of the associated step. As shown, the main portions of upper step brackets92,94may fit closely into the space above the reduce-height step portion of corresponding lower step brackets102,104. This nesting configuration provides a compact profile while maintaining step brackets of sufficient structural integrity. Directional terms, such as “aft,” “fore,” “forward,” “vertical,” “horizontal,” “top,” “bottom,” “upper,” “lower,” “inner,” “inwardly,” “outer” and “outwardly,” are used to assist in describing the invention based on the orientation of the embodiments shown in the illustrations. The use of directional terms should not be interpreted to limit the invention to any specific orientation(s). The above description is that of current embodiments of the invention. Various alterations and changes can be made without departing from the spirit and broader aspects of the invention as defined in the appended claims, which are to be interpreted in accordance with the principles of patent law including the doctrine of equivalents. This disclosure is presented for illustrative purposes and should not be interpreted as an exhaustive description of all embodiments of the invention or to limit the scope of the claims to the specific elements illustrated or described in connection with these embodiments. For example, and without limitation, any individual element(s) of the described invention may be replaced by alternative elements that provide substantially similar functionality or otherwise provide adequate operation. This includes, for example, presently known alternative elements, such as those that might be currently known to one skilled in the art, and alternative elements that may be developed in the future, such as those that one skilled in the art might, upon development, recognize as an alternative. Further, the disclosed embodiments include a plurality of features that are described in concert and that might cooperatively provide a collection of benefits. The present invention is not limited to only those embodiments that include all of these features or that provide all of the stated benefits, except to the extent otherwise expressly set forth in the issued claims. Any reference to claim elements in the singular, for example, using the articles “a,” “an,” “the” or “said,” is not to be construed as limiting the element to the singular. | 23,845 |
11858597 | DESCRIPTION OF THE DISCLOSURE Solely for the convenience of the reader, the Description has been subdivided into headings and subheadings. These headings and subheadings do not limit the metes and bounds of the invention as claimed. The Description headings are organized as follows: 1.0 Vehicle Overview and Configurable Components 1.1 Module Fabrication and Field Joints for Connecting Modules and Elements 1.2 Module Data Bus and Electrical Distribution System 1.3 Magnets for Modular External Elements, Transit, and Drive Systems 1.3.1 Overview of Magnets and Diametric Magnet Principles 1.3.2 Mounting Fixed External Configurable Elements to Modules 1.3.3 Mounting Detachable Elements to Modules 1.3.4 Payload and Ballast Modules 1.3.5 Parasitic Ferry Transfer and Parasitic Station Keeping 1.3.6 Mounting Moveable External Configurable Elements To Modules 1.3.7 Propulsion Module and Propulsion Systems 1.4 Vehicle Scuttle Module 2.0 Vehicle Systems 2.1 Hardware Systems Architecture 2.2 Software and Logic Systems Architecture 2.3 Vehicle Stability and Control 2.3.1 Dynamically Determined Stability and Control Logic 2.3.2 Center of Mass Redistribution Module 2.3.3 Buoyancy Control Module 2.4 Telemetry and External Communications Systems 2.4.1 Optical Communications Module 2.4.2 Vehicle Swarm Communications 3.0 Example of Use 1.0 Vehicle Overview and Configurable Components FIGS.1A-1Dshow several embodiments of a field configurable vehicle100according to the present invention. In the embodiment ofFIG.1, vehicles100are shown as a UUV, but vehicle100may comprise other uses and vehicle types, such as, for example, drones, helicopter drones, unmanned autonomous aircraft (UAS), toys, or other autonomous vehicles and devices. In the embodiment ofFIG.1A, vehicle100comprises a first modular section102, paired with a second modular section104. Front section102mates with rear section104using any of a variety of field joints. According to a preferred embodiment of the invention, section102mates mechanically and electrically using the mating system described further below. Bus105electronically couples modules102with module104. Bus105can be used for a variety of functions. In a simple embodiment, bus105routes electrical power throughout the vehicle. In more elaborate embodiments, bus105may further comprise multiple buses including data buses106and107in addition to power distribution bus105. Data buses can be used to route command and control signals throughout the vehicle to operate the propulsion system, sensors, store and operate on data, or operate other subcomponents as desired. Power and data buses and their physical and logical architectures are well known to those of skill in the art. Additional details of one possible bus configuration is described in subsequent sections below. FIGS.1B-1Dillustrate the additionally modularity and configurability of the present invention. InFIG.1B, vehicle100comprises three modular sections108,109,110. In the embodiment ofFIG.1B, modular section108may comprise any one of a number of types of modules have multiple purposes or attributes. For example, module108may comprise a payload module useful for transporting and delivering a cargo from one location to another. Module108may also include other additional hardware and attributes having multiple features and capabilities. For example, module108can include a temperature or imaging sensor system in addition to a cargo delivery capability. Module108pairs mechanically and electrically with modules109and110in the same manner as described in connection withFIG.1A. FIG.1Cfurther illustrates the modularity and field configurable nature of the invention. In the embodiment ofFIG.1C, vehicle100can comprise a plurality of modules108, each with unique and separate capabilities, or alternatively with duplicate functions and purposes. FIG.1Dshows that in addition to discrete modules108, various control surfaces120,122, and124, propulsion mechanisms130and other external attachments may be attached to configure vehicle100. InFIG.1D, control surface122comprises a sail plane and control surface120comprises a stabilizer. Control surfaces122and120, as is known to those of skill in the art, orient the vehicle in pitch, roll and yaw. Different types of control surfaces beyond those shown inFIG.1D, including but not limited to, rudders, elevators, bow planes, and canards may also be attached or detached to reconfigure vehicle100as desired. FIGS.2A-2Dillustrate alternative embodiments of field configurable autonomous vehicles200and250according to the invention. In the embodiments ofFIGS.2A-2D, the field configurable vehicle is a UUV comprising a sphere201. The UUV ofFIGS.2A-2Dmay be configured using the apparatus and methods of the present invention by adding or removing modular devices such as different propellers210, or different thrusters220, different control surfaces230, or different sensors and communications packages240. In the field configurable UUVs ofFIGS.2A-2D, thrusters220which may include propellers242are oriented as shown inFIG.2C. The vector line of action244of each thruster220is thus preferably orthogonal to each other and pass through the center of gravity of UUV200. In a preferred embodiment of the invention, the mass distribution of UUV200is designed such that the center of gravity, and center of buoyancy, is collocated with the center of sphere201. UUV200is also according to embodiments of the invention, designed to be slightly positively buoyant. The vector line of action of propeller210is also preferably through the center of gravity of UUV200. Changing the speed of any of individual propeller242or210results in a thrust vector that can reposition or assist in station keeping UUV200without the introduction of significant unwanted moments about the vehicle's axes that must be then counteracted by the vehicle's control systems/surfaces to maintain vehicle attitude and orientation. This fact results in significant translational motion flexibility and minimizes off axis torques which, if present, would need to be counteracted by the vehicle's control systems, with corresponding adverse impact on vehicle performance, handling, and endurance. The UUV200ofFIGS.2A,2B, additionally includes shrouds246and248surrounding propellers210and242respectively. Shrouds246and248serve as a safety mechanism to prevent hands or clothing from being caught in a moving propeller. Shrouds246and248also protect the propellers from collision damage and deflect debris or plant life that may be in the water column. Shrouds246and248additionally help direct flow axially. A series of openings249surrounding each propeller assembly allow fluid moved by each of propellers210and242to escape past the vehicle. FIG.2Dillustrates an alternative spherical UUV250wherein UUV250additionally includes an extended shroud260and counter-rotating propeller assembly270. Counter rotating propeller assembly270may also be constructed according to the teachings of the present invention as described more fully below. Counter rotating propeller assembly270minimizes roll torque imposed on the vehicle by the rotating motion of the propellers. Extended shroud260may additionally include internal vanes that separate out and direct the wash from the multiple propellers to prevent the propellers from interfering with each other. FIGS.3A-3Billustrate other alternative embodiments of a field configurable autonomous vehicle according to the invention wherein the vehicle is an airborne vehicle. In the invention ofFIG.3A, a field configurable autonomous aircraft300may be assembled from two or more modular units310,312and314in the same manner previously described in connection withFIGS.1A-1D. The aircraft ofFIG.3Amay also be configured according the inventive methods and apparatus described herein by attaching modular control surfaces such as, for example: a canard320; a horizontal stabilizer340with elevators350; a vertical tail360with rudder365; one of a selection of wings380, and a propulsion module or system propeller385. FIG.3Bshows an airborne modular vehicle390constructed according to the present invention wherein the airborne modular vehicle390comprises a helicopter-type drone. Drone390may be modularly configured by, for example, attaching different shapes of rotating propellers392, adding or removing different footings or landing gear393, adding or adding or removing different sensor packages394, or adding or removing payload or ballast modules396. As will be clear to those of ordinary skill in the art, the modular concepts of the present invention can apply equally to other types of airborne vehicles such as model aircraft, lighter than air (LTA) airborne vehicles such as blimps, dirigibles, and controllable balloons, as well to radio controlled UAS vehicles, and toys. FIGS.4A-4Billustrate yet another alternative embodiment of a field configurable autonomous vehicle according to embodiments of the invention wherein the vehicle comprises a surface vehicle such as an autonomous boat400or a toy truck410. Surface vehicles400and410may be configured as desired by attaching and removing payloads420, propellers440, power pack450or other modular items in a manner as described previously in connection withFIGS.1-3above. Solely for ease of discussion, the various modular components and vehicle subsystems shall now be further described with reference to vehicle100ofFIGS.1A-1D. The principles, methods, and apparatus described below also apply to any field configurable autonomous vehicle including, but not limited to, those described inFIGS.2-4. 1.1 Module Fabrication and Field Joints for Connecting Modules and Elements Module hulls may be fabricated from a variety of materials, such as, for example, metals, composites, or plastics; using a variety of techniques known to those of skill in the art, such as machining, molding, casting. In a preferred embodiment of the invention, modules can be fabricated using additive manufacturing techniques, such as, for example, 3D printing. When modules are formed of composite materials, modules can be spun on a drum or spindle in a manner used in the textile industry or similar to that used in the aerospace industry to make the composite hull of the B787 aircraft. When modules are intended for use as a UUV or in other applications that may include exposure to water, modules are formed from non-porous materials or other materials designed to prevent the penetration of water past the hull to the interior of vehicle100. In one embodiment of the invention, module hulls are manufactured using additive manufacturing techniques known to those of skill in the art. The modules are made of PA-12 nylon, the complete specification of which is incorporated herein by reference; and are formed in two longitudinal halves with closed ends having a mechanism for joining with other modules. Prior to assembling the halves together, the internal components of each module can be placed or secured in the interior; and then the halves joined together to make the model. The halves may be joined mechanically or via heat soldering or adhesives using techniques known to those of skill in the art. Modules initially manufactured with open ends can be sealed at each end to protect interior components from damage and from ingress of dirt, grime and water. In one embodiment of the invention, the module is additionally filled with an engineered fluid for heat transfer such as NOVAC manufactured by 3M. The engineered fluid manages heat from electronics contained within the module and maintains the interior temperature of the module within a desired range to guard against damage to the electronics. The fluid may be injected into the module after its manufacture via an injection port which is then sealed closed. According to an additional embodiment of the invention, modules and elements manufactured using additive manufacturing techniques can be formed with capillaries in the hull wall structure. The capillaries are in fluid communication with the engineered fluid or may themselves contain the engineered fluid. The system of capillaries transfers heat from the interior of vehicle100to the exterior of vehicle100. Optionally thermal management of each component module may be accomplished by including heat sinks, such as metal strips, in lieu of or in addition to use of engineered fluids. When vehicle100comprises a UUV manufactured from HP-12 nylon, the wall thickness of the hull must be sufficient to withstand pressure at the vehicle's maximum operating depth. According to one embodiment of the invention, a wall thickness of 5.5 mm enables operation of UUV200at depths of 200 m with adequate safety factors. Exact specifications are dependent upon the water density and the safety factors chosen, as well as the forces exerted upon the vehicle during vehicle manoeuvres. Sizing of the hull wall thickness depending upon the material properties, operating environment, and mission parameters of vehicle100is well known to those of skill in the art. FIGS.5A-5Fshow enlargements of a module joining system according to an embodiment of the invention. As shown inFIG.5A, each module includes a male connection500on a first end and a female connection510on a second end. Male connection500further includes pins520that slide into corresponding slots530in female connection510. To secure module108to another module, male connection500slides into the female connection of the adjacent module and module108is rotated until approximately ninety degrees until pins520lock in place. Sealing gasket540prevents water from entering between the joint. Pressing the modules slightly together as they are joined helps to seal sealing gasket540. As shown inFIG.5A, female end510of module108would similarly mate to the male end of an additional module in the manner described above. FIG.5Billustrates an end view of the female portion510of the joining system ofFIG.5A. InFIG.5B, module electrical connection points are located at 0° (top dead center); 90°; 180°; and 270°. The positive lead of power bus105is located at the 90° point. The negative lead of power bus105is located at the 270° connection point. According to one possible embodiment of the invention, a connection point of solid material assists with maintaining the strength and rigidity of the hull, and can include pogo-type connectors as shown inFIG.5A. FIG.5Cshows an end view of male connector500. On male connector500the CAN bus lead is located at an orientation 90° to the corresponding CAN bus lead on female connector510. As the modules join and are twisted and locked into place, the CAN bus leads on male connector500and female connector510align, making the data bus and power bus connections between modules. An optional light emitting diode (LED)511can be coupled to power bus105and included with each configurable module or element. LED511can be included on a single end or on both male and female ends500and510as shown. When power is present on power bus105and one module is joined with another, LED511will illuminate to confirm to the operator that the modules are joined correctly and that electrical contacts have been made. LED511may optionally include a timer or be coupled to data bus106,107to limit the length of time LED511flashes. In an additional possible embodiment of the invention, LED511may also be coupled to a module microprocessor. When power is supplied to the module, the module microprocessor can initiate a series of module systems self-checks that query and verify the operational status of the module's subcomponents and optionally any attached elements. If the self-checks are concluded satisfactorily, LED511may blink or flash a first sequence; and if any of the self-checks fail, LED511may blink or flash a second sequence. For example, if when a navigation module is joined to a power module and all navigation systems are functioning properly, LED511may simply remain lit without flashing for a period of 5 seconds. If, however, a navigation component failed the self-check sequence, the module microprocessor could command LED511to steadily blink, for example, at the rate of one flash every half second. An alternative embodiment of the invention, shown inFIGS.5D-5F, uses a threaded connection to join the modules together. In the embodiment ofFIG.5D, a male threaded connector550threads into a female connector560. In the embodiment ofFIG.5D, CAN bus106,107is located about the center of the module as illustrated inFIGS.5Eand F. The thread count of male connector550is such that when paired with female connector560and screwed into place, CAN bus106and107align properly with their counterpart in the opposing module and the proper connections are made. As in the previously described embodiment, an LED511may be included to visually confirm proper connections and a sealing gasket540included to create a water tight seal, protecting the electrical connections and preventing corrosion. Should there exist certain modules that should not be connected to each other, or modules that should be connected in a certain sequence, then the male and female ends of such modules can be specially sized or configured. In this manner, modules cannot be mated with an incompatible module or mated in an unacceptable sequence. For example, if one module contains hazardous cargo, there may exist a preference to avoid placing that module next to an ignition source such as the power module, or next to a communications module. Modules can also be color or visually coded to visually indicate the type of module to the operator. For example, propulsion modules could be colored yellow; power modules colored green, and hazardous modules colored bright orange. In this manner, an operator can readily identify the type of module or element without having to read a placard or look for other identifying indicia. This feature also assists with avoiding the pairing of incompatible modules. According to one embodiment of the invention, the pattern or color may be included as part of the module manufacturing process by simply selecting the fabrication material to be of a certain color. The exterior of vehicle100modules may optional include reflective tape or material to assist with locating and retrieving vehicle100. At the conclusion of a mission, the modules can be separated from each other and returned to storage for later use and configuration of a new vehicle. To separate the attached modules, the modules are simply rotated in an opposite direction from the direction of attachment. In the embodiment ofFIGS.5A-5C, this act causes pins520to unseat from and clear pin slots530. In the embodiment ofFIGS.5D-5E, male connector550is simply unscrewed from female end560. The construction of the male and female connectors as shown does not damage or introduce wear on any of power buses105or data buses106,107. 1.2 Module Data Bus and Electrical Distribution System Vehicle100may optionally include an electrical distribution system in the form of a power bus105; and a data bus106, and107for routing electrical power and data between modules. In a preferred embodiment of the invention, power and data buses105,106and107comprise a Controller Area Network (CAN) bus commonly used in modern automobiles and described in the document: “CAN Bus Explained—A Simple Intro (2020)” by CSS Electronics and in “Introduction to the Controller Area Network,” by Texas Instruments; the complete contents of which are incorporated herein by reference. One advantage of the CAN bus architecture is that it permits microcontrollers to communicate with each other and share data between applications without the need for an additional host computer. The CAN message based system ranks vehicle commands according to the CAN bus defined logic and gives priority on the CAN bus to urgent commands followed by lower priority message traffic. FIG.5Bshows an end view of the female connector portion510ofFIG.5Ain which a CAN bus architecture can be seen. The CAN bus includes two wires CAN-High (CAN-H)107and CAN-low (CAN-L)106for carrying data signals.FIG.5Balso shows power bus105. Other bus systems known to those of skill in the art may be employed, such as for example, an ARINC 429 bus or IEEE 802.11 architectures. According to a preferred embodiment of the invention, the electrical distribution system of vehicle100includes two wires (+/−)105that form the power bus. The power bus nominally carries 30 volts DC at 20 amps. Power can be supplied by batteries within each module or a single battery module that routes power via the power bus105to connected modules. A solar cell may also be included on the power module to recharge the batteries or to supply power directly. 1.3 Magnets for Modular External Elements, Transit, and Drive Systems In prior art vehicles external devices and attachments must mate with the main body of the vehicle via a shaft or other mechanical attachment that penetrates the hull. The hull penetrations of the prior art allow dirt and particulate to enter the interior of the vehicle. These contaminants can in turn compromise the electrical contacts between connectors and circuitry on the interior of the vehicle. Buildup of these contaminants in the form of grime, can also foul the operation of moving parts within the vehicle. When the vehicle comprises a UUV, the interior of the vehicle must be sealed off to prevent the ingress of seawater and prevent capsize or loss of the vehicle. Hull penetrations, especially those for transmission of motion, must therefore be carefully designed and maintained. Hull penetrations thus add significant cost to vehicle design, fabrication, and maintenance. Prior art methods for sealing hull penetrations rely on a combination of epoxy “potting”, requiring semi-permanent assemblies; elastomer seals, which can degrade with time; or novel mechanical sealing methods, requiring stringent design and fabrication considerations. When the vehicle is a UUV, even partial failure of these seals provides an avenue for water ingress that endangers sensitive electronics or corrodes internal components. The magnetically coupled drive systems and control surfaces of the present invention eliminate the costs and failure points related to shaft seals and hull penetrations in prior art unmanned vehicles. A configurable vehicle according to the present invention minimizes or eliminates the need for hull penetrations by employing magnetics to attach certain configurable components to the exterior of the vehicle. Magnets may also be employed in the drive and propulsion system of the vehicle to provide similar advantages in minimizing hull penetrations while additionally providing an efficient and pollution free means of vehicle propulsion. 1.3.1 Overview of Magnets and Diametric Magnet Principles FIGS.6A-Dshow a brief explanation of ways in which a magnet may be magnetized. According to a first method inFIG.6A, an axially magnetized magnet1100is magnetized along a horizontal axis1102, where N and S poles are on either the top or bottom. When two axially magnetized magnets1100are aligned about axis1104with opposite poles facing each other as shown inFIG.6Bthe magnets attract and a magnetic force1105pulls the two magnets toward each other. When two magnets1100are aligned about axis1104with similar poles facing each other, a magnetic force1106repels the magnets away in opposite directions, as also illustrated inFIG.6B. According to a second method for polarizing magnets, illustrated inFIG.6C, diametrically magnetized magnets1110are magnetized to create N and S poles along the left and right sides of a vertical axis1116. As illustrated in6D, the principles of magnetic attraction and repulsion previously illustrated inFIG.6B, can be used by magnets1100and1110to position, drive, or release apparatus by setting magnets in motion relative to each other. InFIG.6D, when a first diametrically magnetized magnet1110spins about axis1116, and a second diametrically magnetized magnet1117spins in the same direction1118at the same rate, the opposite N—S poles try to remain aligned. When one magnet, e.g.1110accelerates or stops, a repulsive force caused leg similar (N—N) poles temporarily being in alignment causes the remaining magnet1117to spin to re-achieve an alignment of opposite N—S poles. Spinning diametrically magnetized magnets in this manner is leveraged by the invention to eliminate the need for hull penetrations that would otherwise be needed in the prior art to attach or actuate moving parts such as for example, for propulsion, payloads, ballasting systems, or control surfaces. The forces created by attraction of opposite magnetic poles; and the repulsion of similar magnetic poles is also used by embodiments of the invention to secure fixed or non-moveable modular elements to the exterior of the vehicle. According to an embodiment of the invention, diametrically magnetized neodymium magnets1100and1110comprise of neodymium iron boron (NdFeB) magnets due to the strength of their magnetic field compared to their size. Although magnets1100and1110are shown inFIG.6as cylindrical, any shape magnet may be diametrically magnetized. 1.3.2 Mounting Fixed External Configurable Elements to Modules The alignment of opposite magnetic force and the creation of an attracting magnetic force can be used to secure a fixed configurable element to the exterior of vehicle100as shown inFIG.7. InFIG.7a magnet1700having a first pole orientation is located on the interior of vehicle100proximate to the location1702where a modular part1704is to be fixedly mounted. A plurality of attachment locations1702may be included along the periphery of vehicle100and its component modules. Modular part1704is shown as a payload or ballast inFIG.7, but can be any type of modular attachment desired such as for example cargo, sensor package, or a communications package, or a camera. On the interior of modular part/element1704, is a magnet1706. Magnet1706comprises a diametrically polarized magnet with opposite polarity to magnet1700. When element1704is mated with vehicle100, magnet1706sits proximate to magnet1700. As modular part1704is brought into proximity to the mating surface on vehicle100, magnets1700and1706attract and the resulting magnetic force secures and holds external configurable element1704into place. An optional pair of guide and locking pins1708can be used to align element1704and magnets1706and1700. Pins1708also provide additional mechanical attachment of element1704to the hull of vehicle100. Fixed external elements attached externally to vehicle100may include a variety of objects and types of devices. These external elements may include, but are not limited to, landing feet of various types and sizes, externally carried payloads or ballast, fixed position antennae, cameras, sensors, or fixed control surfaces. As will be apparent to those of ordinary skill in the art, other types of external fixed elements may also be attached to vehicle100using the method and apparatus described above. 1.3.3 Mounting Detachable Elements to Modules The attachment mechanism ofFIG.7can be further modified such that elements may be detachably secured to vehicle100as shown inFIGS.8-10. Although the discussion ofFIGS.8-10describes ballast or cargo as the detachable element, the principles apply to any element that can be commanded to detach or release from the vehicle. The mechanisms ofFIGS.8-10may also be used to carry and release cargo or other payloads in lieu of or in addition to ballast. In the mechanism ofFIG.8magnets1700located on the interior of vehicle100are no longer secured to the hull in a fixed manner as was shown inFIG.7. Magnets1700now reside in an actuator coupling1800which couples to a servo/actuator1804. In operation, a release command signal causes servo/actuator1804to turn clockwise or counter-clockwise. As magnets1700rotate, the attractive force of the original N/S and SN opposite pole pairing as drawn reverses and becomes a repelling force. The repelling force jettisons payload1704from vehicle100. Also shown inFIG.8is an optional Hall Effect sensor1810. Hall Effect sensor1810is embedded in the exterior of hull100, secured by epoxy, and covered by μ metal shield. Hall Effect sensor1810detects when payload/ballast1704has been released by detecting the presence or absence of the magnetic field between diametrically magnetized neodymium magnets1700and1706. As known to those of ordinary skill in the art, μ metal shields electronics from low-frequency or static magnetic fields. A shield1820, formed of μ metal or other magnetically shielding material, covers Hall Effect sensor1810to eliminate interference from the magnetic field created by magnets1700and1706. In an alternative embodiment of the invention, as shown inFIG.9an optional coiled spring1900may be integrated into the payload/ballast1704or into hull100to facilitate movement away from hull100. When servo/actuator1804ofFIG.8rotates magnets1700; magnets1706of module1704also try to rotate to maintain the initial opposite pole alignment. This motion, however, is constrained by locking pins1708. This torque causes springs1900ofFIG.9to coil. As the like poles align, repel one another, and release the payload, coiled spring1900uncoils and helps to propel module1704away from hull100. FIG.10illustrates yet another alternative embodiment that may also be used to carry and release detachable modules according to the invention. In the embodiment ofFIG.10detachable element1704comprises magnets1706as previously shown, plus a plurality of locking pins1708. The heads of locking pins1708are slightly larger than a locking track guide2000cut into the hull of vehicle100. The heads of locking pins1708are also smaller than opening2006at the terminus of locking track guide2006. Detachable element1704secures to vehicle100by inserting pins1708in the guides2000. The detachable element assembly is slid in track guide2000until element magnet1706is of substantial opposite polarity to a magnet2010located on the interior of vehicle100and proximate element1704. The attractive force holds element1704in place. As shown inFIG.10, magnet2010is coupled to a servo/actuator coupling2020. Servo/actuator coupling2020is in turn coupled to a servo/actuator2028. To automatically release or detach element1704, servo/actuator2028receives a command from vehicle100and turns thereby rotating magnet2010. Inside payload1704, magnets1706start to rotate in an effort to maintain the original N/S and SN opposite pole alignment. This action causes the detachable element assembly and its locking pins1708, to slide along track2000until pins1708reach opening2006. When the like poles of element magnet1706and magnet2010align, the repelling force ejects element1704and pins1708clear through opening2006. In one alternate embodiment of the invention, locking track pins1708are slightly longer than the depth of locking track2000. Ejection assist springs1900ofFIG.9may optionally be included in the release mechanism ofFIG.10. Ejection assist springs1708compress up toward element1704when element1704is attached to hull100. Once locking track pins1708reach opening2006of locking track2000, ejection assist springs1708uncoil rapidly, propelling element1704away. The release mechanism ofFIG.10may also operationally include a Hall effect sensor to detect the release of detachable element1704. 1.3.4 Payload and Ballast Modules One specialized type pf releasable element is ballast. When vehicle100comprises an UUV, one method for controlling the depth of the UUV is via use of releasable ballast. Buoyancy is the upward force on an object when that object is placed in water. When vehicle100is neutrally buoyant, the density of vehicle100equals the density of the water and there is no net upward buoyancy force. Vehicle100is at equilibrium and remains at the depth it is placed. When vehicle100is negatively buoyant, vehicle100sinks. When vehicle100is positively buoyant, vehicle100rises upward in the water and may surface. Large, manned submarines utilize these same buoyancy principles. A submarine maintaining a specific depth has equalized the mixture of water and air in its ballast tanks to match the density of the surrounding water. When the submarine wishes to surface, the submarine uses a blast of high pressure air to purge water from the ballast tanks. The air replaces any water in the ballast tanks. The ballast tank air is less dense than the ocean water and the sub rises to the surface. Pressurized air ballast systems like those used in submarines are possible but such systems are inherently complex, require extensive maintenance and thus also add to the cost of owning and acquiring a UUV. Thrusters, or control surfaces such as bow planes in combination with propulsion systems can be used to overcome forces of buoyancy to force UUV100to maintain the desired depth. The UUVs200and250ofFIG.2include thrusters220which can be employed for this purpose. Use of thrusters or the vehicle propulsion system consumes fuel or other supplies of onboard energy and limits vehicle mission endurance. According to one embodiment of the invention, UUV100includes a simple ballast module with releasable ballast weights. When the operator wants the UUV to seek and maintain a specific depth, the operator can assemble UUV100to include one or more ballast modules of sufficient weight. When UUV100is subsequently placed in the water, UUV100will then sink to the depth at which the total combined weight of UUV100and the ballast equals the density of the water. When UUV100wishes to rise up to a higher level or to surface, the onboard vehicle command and control system can command UUV100to release ballast from one or more ballast modules to attain the new desired depth or to surface. The use of ballast modules to manage the depth of UUV100decreases UUV100's energy consumption budget and increases mission endurance. When a ballast module is used, UUV100need only use its propulsion and control surface systems to maneuver and such systems are not needed to maintain or attain a specific depth or to surface from depth. In one embodiment of the invention, vehicle100includes a ballast module having a magnetically coupled ballasting system. The magnetically coupled ballasting system allows ballasts of different weights to be attached to and released from the ballast module using a release mechanism such as, for example, those described inFIGS.8-10. In operation, the operator of UUV100may select a detachable ballast module having a desired weight; or including a releasable sled loaded with weights sufficient to attain the desired depth of operation. A UUV100comprising the releasable ballast module or releasable sled of weights taught by the present invention glides down to a pre-determined depth where it is neutrally buoyant. UUV100then maneuvers and conducts its operations at depth. When UUV100completes operations at that depth, UUV100commands release of the ballast to attain a second depth or to surface. Multiple ballast modules or multiple sleds having weights in releasable lots of known amounts can be included in the composition of vehicle100. The use of multiple ballast modules or groups of weights on sleds allows vehicle100to execute a mission profile inclusive of multiple depths of operation. Vehicle100simply commands the release of ballast to attain the next operating depth in the mission profile. 1.3.5 Parasitic Ferry Transfer and Parasitic Station Keeping The release mechanisms ofFIGS.8-10can also be employed in reverse such that vehicle100becomes the detachable item secured and then released from a ferry vehicle; or attached to a fixed structure. This mode of operation is advantageous when vehicle100cannot self-navigate from the point of assembly to the point of use. Such circumstances can arise when there are in route hazards e.g. wave heights that exceed the operating parameters of vehicle100. Use of a parasitic ferry transfer may also be advantageous when the distance between the point of assembly and the point of use exceeds the capability of vehicle100to both transit that distance and execute the mission. Use of a parasitic ferry transfer can also be employed to retrieve and return vehicle100from its point of use. After completion of a mission, vehicle100can navigate to a ferry vehicle and attach itself. The ferry vehicle inclusive of vehicle100can then return the vehicle to its intended destination. These types of operations also permit vehicle100to stay on station longer and execute mission profiles of longer duration than would be possible if vehicle100used its own energy stores to transit. Use of a parasitic ferry also can be used for emergency recovery of vehicle100. For parasitic ferry operation, vehicle100can include a module including the release mechanism of the embodiments shown and described in connection withFIGS.8and9; and may also include Hall Effect sensors to detect and communicate the presence or absence of the parasitic ferry vehicle.FIG.11Aillustrates possible embodiment and use of a detachable/release mechanism for ferry operation.FIG.11Ashows vehicle100including module2044parasitically attached to a ferry vehicle2045. In the embodiment ofFIG.11A, ferry2045includes a diametrically magnetized magnet2048and locking pins1708, which also may include optional springs1900. Vehicle100can be attached and secured by the operator by attaching vehicle100to ferry2045at the location of magnet1700. When vehicle100reaches the point of release, vehicle100commands actuator1804to rotate, and the resulting motion of magnets1700creates a repelling force that separates vehicle100from ferry2045. Ferry2045can optionally include a vertical guide post that prevents the attached vehicle100from rotating during release. To autonomously reattach or attach vehicle100to ferry2045, vehicle100navigates alongside ferry2045. Guide pins1708engage with the hull of vehicle100at the corresponding location along the hull exterior. When entering the docking mode, servo1804has already commanded magnets1700to an orientation with poles opposite the fixed location of the poles of magnets2048. This attractive magnetic force assists with guiding vehicle100to proper location on ferry2045and alignment with the locking pins. The opposite construction is also possible as shown inFIG.11B. InFIG.11B, vehicle100contains a module2049having fixed magnets2052. Rotating magnets2054and a servo2056are located aboard ferry2045. Any of the unoccupied magnetized locations and attach points on vehicle100will serve as a suitable mating spot for pairing with magnets2054. When vehicle100is to be released, ferry2054rather than vehicle100initiates the command for separation. Once released, vehicle100executes its mission. FIGS.11C-Eshows a cross section of yet another ferry or structured attachment mechanism that can include a manual release key2059located inside ferry2045. In the embodiment ofFIG.11C, key2059couples to a pivotable adapter2060having guide tracks2062. Mating pins2064having springs1900, can be located on vehicle100and fit into guide tracks2062. InFIGS.11C-E, adaptor2060is shown located on ferry vehicle2045. Reattaching or attaching vehicle100to ferry2045works as described in the previous paragraph. Use of the adaptor prevents the entire ferry vehicle2054or vehicle100from rotating in the guide tracks2062. As drawn inFIG.11D, when vehicle100is to be released, the operator turns key2059to rotate magnets2063which causes adaptor2060to rotate and pins2064to move inside the vehicle guide tracks2062until reaching stop2063. The rotational stop prevents vehicle100from rotating while adapter2060rotates in slots2062. Magnets2063and2054are then in a N/N and S/S alignment and pins2064align with ejection cavity2065. Vehicle100is then pushed away from ferry2060by repelling force of the repositioned magnets. Reattaching or attaching vehicle100to the ferry via the release mechanism just described simply works in reverse. Manually turned key2059, can also be replaced by a servo mechanism to turn adapter2060as illustrated in previous embodiments. A third option for using magnets for parasitic ferry transport is the mechanism shown inFIG.11F. In this embodiment, one or more energized magnets2066is included in the nonferrous body of ferry2045. When magnet2066is energized, any of the fixed magnet structures1700ofFIG.7included in vehicle100and not otherwise occupied; or optionally, any of the unoccupied magnet structures2010or1700ofFIGS.10and8; will be attracted to energized magnets2066. Once vehicle100navigates near enough to ferry2045it may be “captured” by the energized magnet2066without worrying about alignment of pins1708. Optionally, an operator may place vehicle100proximate to energized magnets2066to secure vehicle100to ferry2045for transport. To release vehicle100, ferry2045or the operator simply commands magnets2066be de-energized. Upon that event, the magnetic attraction ceases and vehicle100drifts away from ferry2045, free to execute its mission. Any of the parasitic ferrying methods described in connection withFIGS.11A-11Fmay also be used to affix vehicle100to a stationary object. The sole difference being that instead of a moveable ferry2045; a fixed object such as a buoy, oil rig, wharf, or other structure is substituted therefor. Navigating to and then attaching itself to a fixed structure allows vehicle100to be easily retrieved from a known location. Navigating to and then attaching itself to a fixed structure also allows vehicle100to proceed to a test or observation location, remain there without expending energy to station-keep, detach itself and return. When vehicle100is used for collection of scientific data from remote locations, attaching at a fixed and determinate location often aids in the precision measurement of results. 1.3.6 Mounting Moveable External Configurable Elements To Modules Various control surfaces on vehicle100can be used to adjust the pitch, roll, or yaw of the vehicle. As previously illustrated inFIGS.1-2, when vehicle100comprises an UUV, the control surfaces may include a sail plane or a dorsal fin120, flippers122, rudders and stabilizers124. Moveable external configurable elements such as control surfaces help to steer vehicle100and to control motion about the pitch, roll, and yaw axis. Any number or different types of control surfaces or moveable external elements may be mounted to vehicle100modules. Other types of moveable external configurable elements may include, for example, a camera, or antennae. The modularity of the present invention permits different types, sizes, shapes and characteristics of moveable external control surfaces and elements to be attached as desired to configure vehicle100as wished. In the prior art, these moveable control surfaces are controlled through drivetrains and shafts penetrating through the hull of vehicle100, requiring the use of epoxies and other sealants to prevent water from entering the interior of the hull at the point of penetration. Epoxies and other sealants degrade over time, causing avenues for water and other contaminants to enter the interior of vehicle100and damage sensitive electronics. Magnetically coupled control surfaces eliminate these avenues by removing the need to penetrate the hull. FIG.12illustrates a magnetically coupled control surface or moveable/positionable element2099. Inside of vehicle100, an internal diametrically magnetized neodymium magnet2100, adhered with epoxy to a coupler2102, couples to servo/actuator2104the motion of which moves magnet2100to control the positon of element2099. A second diametrically magnetized neodymium magnet2108is adhered with epoxy to a control surface coupling2120. A coupling retainer2125holds control surface coupling2120against hull100. Control surface coupling retainer2125reduces the chances of losing control surface2120to over-oscillation or impact. According to one possible embodiment of the invention, coupling retainer2125secures to hull100by several control surface coupling retainer fastening bolts2130which do not penetrate the hull. A drive train shaft2135changes the position of control surface or moveable element2099. Control surface drivetrain shaft2135couples to external diametrically magnetized neodymium magnet2108through control surface coupling2120. A nut2140located at the end of control surface drivetrain shaft2135secures control surface/moveable element2099to drive shaft2135. In the embodiment as drawn inFIG.12parts2099and2120are shown as separate parts. Parts2099and2120may, however, be fabricated as a single piece. When parts2099and2120are fabricated as a single piece, drive shaft2135and nut2140are no longer necessary. As magnet2108rotates, the combined assembly of parts2120and control surface/moveable element2099also rotates. Such a construction reduces the total number of parts comprising the moveable element or control surface and may reduce overall cost and complexity. In operation, a signal is sent from vehicle100command and control system to servo/actuator2104. Servo/actuator2104is capable of turning coupling2102in either a clockwise or counter-clockwise direction. As internal diametrically magnetized neodymium magnet2100rotates, external diametrically magnetized neodymium magnet2108starts to rotate, as both magnets try to keep a N/S and SN pairing. The motion of magnet2108moves control surface2099via the motion of drive shaft2135. Although the previous paragraphs explain the construction and operation of moveable external attachments in the context of moveable control surfaces, the principles described above apply equally to the construction and operation of additional types of moveable/positionable external elements. For example, moveable external elements may additionally include thrusters, antennae and sensors that rotate and are moveably affixed to the exterior hull portion of vehicle100. 1.3.7 Propulsion Module and Propulsion Systems Attachment and drive systems similar to these shown inFIG.12may also be included in vehicle100to comprise propulsion systems and modules. As previously described in connection with both fixed and moveable external attachments, prior art propulsion assemblies require hull penetration for mechanically connecting the propeller assembly to the internal motors and drive systems. The configurable propulsion systems of the present invention avoid the need for such potentially problematic hull penetrations. Prior art propulsion systems also typically include a shear pin. The shear pin breaks, or shears, whenever the propeller load exceeds a certain limit as might happen when the propeller stops turning because it has been fouled by seaweed or debris. If the motor kept commanding the propeller to rotate when it could not, the resulting torque would be transferred to the motor, and perhaps to the entire vehicle, causing significant and perhaps irreparable damage up to an including potential loss of the vehicle. The shear pin is designed to break and detach the propeller under these conditions to prevent such damage. When the shear pin breaks, however, the propeller is lost and the vehicle rendered without propulsion and unable to complete its mission. The configurable propulsion system of the present invention does not require a shear pin and recognizes and avoids the problems of the prior art. FIG.13Ashows a side view of a propulsion module2199,FIG.13Bshows an end view, andFIG.13Cshows a cross sectional view. Propulsion module2199may include threads2201for attaching module2199to the remainder of vehicle100. Although a threaded system such as that shown inFIGS.5D-5Fis shown inFIG.13A, any mating system may be used including the systems ofFIGS.5A-5C. As seen in the end view ofFIG.13Band the cross sectional view ofFIG.13C, propulsion module2199includes components internal to hull100: magnet2202, servo coupler2203, motor mount2207, DC motor2208, and motor controller2209.FIG.13Dshows a cross sectional view of an alternative embodiment of propulsion module2199having these components arranged in an alternative construction. As shown inFIGS.13B-13D, propulsion module2199additionally includes a propeller assembly2210that couples magnetically to the remaining portion of propulsion module2199. The propeller assembly2210includes: a magnet2214which rests in coupler2218and which is coupled via a drive shaft2220, which can be located internal to a propeller housing2225, to a propeller2228. A nut2229secures propeller2228to drive shaft2220. A mechanical coupling2230includes fasteners2235(FIG.13D) to secure assembly2210to the remainder of the propulsion module2199. Mechanical coupling2230stabilizes the turning motion of propeller assembly2210and prevents it from vibrating off hull100. Propulsion module2199may also include Hall Effect sensors (not shown inFIG.13) as shown and described previously to detect the presence or absence of propeller assembly2210or of propeller2228. In operation, motor2209receives instructions from vehicle100's command systems to introduce, increase, or decrease power to DC motor2208. Rotating shaft2240causes internal diametrically magnetized neodymium magnet2202to rotate. Motor mount2207isolates DC Motor2208from the vibrations caused by spinning shaft2240and the magnet assembly. Motor2208can generate a significant amount of heat during operation. As previously discussed, the interior volume of propulsion module2199can include engineered fluid for thermal management. As seen in the cross section ofFIG.13D, the walls of module2199can additionally include capillaries2241fluidly coupled to the interior volume of module2199. Capillaries2241help transfer heat to the exterior of vehicle100. The wall structure including capillaries2241can be designed for the needed structural strength according to techniques known to those of skill in the art. Incorporating capillaries2241into the wall of propulsion module2199or any other vehicle100module is achievable using any manufacturing technique, but is especially easy to build when employing additive manufacturing. As DC motor2208rotates internal diametrically magnetized neodymium magnet2202, magnet2214also rotates as both diametrically magnetized neodymium magnets strive to keep a N/S and S/N pole attraction. As magnet2214rotates, drive shaft2220turns causing propeller2228to spin. A Teflon or other wear surface2245(FIG.13C) may optionally be included to minimize friction and wear between propeller assembly2210and the remainder of propulsion assembly2199. An airgap2252exists between the rotating magnets and the hull or part exterior. In the absence of airgap2252, internal diametrically magnetized neodymium magnet2202and external diametrically magnetized neodymium magnets2214, would bear against the exterior wall and rotate against it, wearing and eventually compromising the wall material. Inclusion of airgap2252reduces the wear on propulsion module2199. The fixed pitch propeller2228rotates to propel vehicle100to move forward. Changing the direction of rotation for propeller2228will propel vehicle100backward. A Hall Effect sensor (not shown inFIG.13) located just below internal diametrically magnetized neodymium magnet2202, measures the strength of the magnetic fields created by magnets2202and2214. The measurements detected by the Hall Effect sensor are indicative of the proximity, position, and/or speed of the magnets and are especially useful for indicating propeller RPM. This data is communicated via data busses106and107the vehicle's command system to control operation of propulsion module2199. External retention collar2230helps to constrain motion of propeller assembly2210to the rotational direction and to minimize vibration and out of plane motions. Retention collar2230attaches to propulsion module2199by propeller caps2260and fasteners2235. When vehicle100is in use, external retention collar2230makes vehicle100more resilient to impact, reducing the chances for propeller2228or propeller assembly2210to be dislodged. As discussed in connection withFIG.12, the overall complexity and part count for propulsion assembly2210can be reduced by eliminating nut2229and drive shaft2220. Propeller housing2225and mechanical coupler2218can be fabricated as a single piece. In this configuration, when magnets2214rotate, the entire combined assembly rotates, thereby turning propeller2228. One advantage of the propulsion module of the present invention, is that when the propeller is fouled and cannot rotate, the propeller need not be severed from the vehicle or lost. If propeller2228stops rotating, drive magnet2202simply continues to rotate. The driven magnet,2214will “cog” or “slip” as it tries to maintain the N/S alignment, but this motion will not impose harmful torques on propeller assembly2210, motor2208, or the remainder of vehicle100. Retainer pins2235will keep propeller assembly2210from detaching from the vehicle. Once the debris or object clears the propeller and it is no longer fouled, propeller assembly2210and propulsion module2199return to normal operation. The mission can be completed without the need to retrieve a stranded vehicle and replace the propeller. This advantage of the present invention also applies to moveable configurable elements such as moveable control surfaces that can also become fouled or impeded through their range of motion. FIGS.14A and14Bshow an alternative embodiment of a propeller assembly2300having counter rotating propellers2310and2311. Propellers2310and2311include a plurality of individual blades2312aand2312bsecured to a housing. Blades2312aand2312bare preferably of substantially opposite pitch. As draw inFIG.14A, the blades2312of propeller2310secure to housing2313and the blades of propeller2311secure to housing2314. Housing2313is coupled to housing2314by bolts2317and plate2318. Housings2313and2314as well as blades2312may be made using additive manufacturing techniques such as 3D printing. As seen in the cross section ofFIG.14B, propeller assembly2300also includes a larger diameter inboard drive shaft2319and a smaller diameter shaft2320. A nut2323at the end of drive shaft2320secures and retains housings2313and2314. Smaller diameter shaft2320extends to fit inside larger diameter shaft2319and both shafts2319and2320couple to a bevel gear box2325. Gear box2325contains the gearing mechanisms that drive shafts2319and2320as is known to those of skill in the art, which in turn are coupled to rotating magnets2214(not shown inFIG.14) that turn the gears in gear box2325. The entire propeller assembly couples to the remainder of the propulsion module2199as shown and described previously inFIG.13. As DC motor2208causes magnets2202to rotate, magnets2214of propeller assembly2300also rotate. The rotation of magnets2214, in turn cause the gears in gearbox2325to rotate shafts2319and2320and spin propellers2311and2310. Propellers2311and2310counter-rotate, with one propeller and propeller shaft spinning clockwise and the second spinning counterclockwise. In single propeller designs, the single propeller introduces a yawing moment, or turning tendency, for which the vehicle control systems must compensate to keep the vehicle oriented as desired. With the propeller assembly2300of the present invention, the counter rotating propellers each cancel out the yawing moment of the remaining propeller, thereby improving vehicle handling and reducing the need for additional control forces to keep the vehicle oriented. 1.4 Vehicle Scuttle Module When vehicle100comprises a UUV, the vehicle operator may wish to allow for scuttling of the vehicle. Scuttling the vehicle may be desirable to prevent unauthorized access to vehicle100, to prevent vehicle100from being detected by an adversary, or to halt vehicle100operations when extreme hazards exist. Other reasons for scuttling vehicle100may exist. According to an embodiment of the invention, vehicle100includes a scuttle module to autonomously scuttle the vehicle in predetermined conditions; or upon receiving an external communication to do so.FIGS.15A-15Billustrate embodiments of a scuttle module2360according to the invention. In the embodiment ofFIG.15A, scuttle module2360includes a set of operable doors2362and2364. When closed, doors2362and2364prevent water from entering module2360. If vehicle100is to be scuttled, a command is sent via CAN bus106,107to a module microcontroller2366which then commences operation of DC motors or servos2368and2369. Motors2368and2369cause shafts2372and2374to turn and via linkages2376and2378, doors2362and2364pivot on their respective hinges2380and2382exposing openings2384and2386to the sea. Optionally, doors2362and2364can be constructed to slide in a track by coupling the door to a gear operated by DC motors2368and2369. Other linkages and mechanisms are possible. With doors2362and2364open to the sea, water floods the interior of module2360. The interior volume of module2360is sized such that vehicle100propulsion and control systems will not be able to overcome the added weight of the water, and vehicle100will sink. Multiple scuttle modules2360can be used to configure vehicle100to ensure that a volume of water sufficient to scuttle the vehicle floods the modules. In lieu of hinged doors, any of vehicle100's modules can also optionally include voids covered initially by water tight doors. These doors can be opened using the rotational magnet mechanisms illustrated in any ofFIGS.8-10. When commanded, the servo rotates the attached magnet, causing the magnet coupled to the watertight door to rotate and open the door. With the watertight doors of the modules commanded open, water floods the vehicle causing it to sink. FIG.15Billustrates yet another alternative embodiment of a scuttle module2390. In the embodiment ofFIG.15B, module2390includes a small explosive charge2392. Explosive charge2392is coupled to a detonator2394according to principles known in the art. If vehicle100is to be scuttled, a command is sent via CAN bus106,107to trigger the detonator. For additional safety, the command may be routed through a local processor2396included with module2390that performs a series of check sums, key exchange, or other secure validation of the command or command sequence. If the command sequence is valid, processor2396forwards the detonation command to detonator2394. The resulting detonation of explosive charge2390is sized large enough to break apart vehicle100and send her to the bottom. According to additional embodiments of the invention, module2390also includes electrical fault isolation systems to prevent errant currents or short circuits from triggering detonator2394. Constructing a scuttle module according to the embodiment ofFIG.15B, requires operators receive specialized training in the safe handling, use, and storage of module2390. Painting or coloring module2390hazard orange and labeling the module with appropriate safety placards is also recommended. These actions provide a visual clue to the operator that module2390requires special handling and care when being attached to vehicle100during vehicle100use. 2.0 Vehicle Systems Vehicle100includes both a physical systems and a logical systems architecture. Vehicle100physical architecture includes hardware such as computing architecture, power systems, power distribution buses, internal storage and memory, device controllers, sensors, and data buses. Vehicle100logical systems include command and control logic and stability and control logic. 2.1 Hardware Systems Architecture FIG.16contains a hardware systems diagram of vehicle100. In the diagram ofFIG.16, a set of onboard hardware components2400include several hardware subsystems. According to one embodiment of the invention, a central computer2410interfaces with the remaining vehicle subsystems and reads and writes commands and data to other vehicle100components via a USB or CAN Bus2415. In a possible embodiment of the invention, computer2410comprises a commercially available Raspberry Pi computer mother board manufactured by DigiKey, the technical overview of which is incorporated herein by reference. In one possible embodiment of the invention, vehicle100may include a discrete command module that includes computer motherboard2410and associated memory and electronics. Motherboard2410is powered by a vehicle100power module2420. Power module2420may be physically collocated with motherboard2410or comprise a separate configurable power supply module with different types or quantities of power. In one embodiment of the invention, power module2420includes a battery2425as a power supply. In the hardware systems diagram ofFIG.16, power module2420supplies 5V DC to motherboard2410via a power conditioning device, regulator2428. A power distribution system, or switches,2430route power to other vehicle100components needing electrical power. As described above, power is distributed throughout vehicle100via power bus105. Power and data signals are shared with peripherals using a standard interface and interface definition such as, for example, Pixhawk drone hardware interface and interface standards2435, available from www.pixhawk.org the definitions of which are incorporated herein by reference. Peripherals can include lights2440that may be used as a means of communication or as a source of illumination for a camera2445. The position of camera2445can be fixed or can be controlled by a camera tilt servo2450. When vehicle100comprises a UUV or other watercraft, peripherals may additionally include one or more leak detectors2455. Leak detectors2455may be distributed throughout vehicle100to detect the ingress of water into individual modules that may cause vehicle100to sink or capsize. Additional sensors or payloads2460as previously described may also be included within the hardware systems of vehicle100. An electronic systems controller(s)2465interfaces with power distribution system2430to control peripherals according to instructions received from computer2410. Onboard vehicle systems2400may interface with shore-side controller hardware2470. According to one embodiment of the invention, controller hardware2470comprises an electronic tether2475coupled to a Fathom X endpoint2480. Tether2475and Fathom X device2480, couple to vehicle100via an Ethernet link2485allowing the vehicle operator to configure vehicle100systems via motherboard2410. Tether2475can optionally also couple to other vehicle sensors2460via an Ethernet link2488or another communications bus such as, for example, an RS 485 bus2490. A network switch2495controls connections to any given peripheral or to a specific communications bus by shore-side controller hardware2470. 2.2 Software and Logic Systems Architecture FIG.17contains a block diagram of a vehicle100software system according to one embodiment of the invention. In the systems architecture ofFIG.17, the Raspberry Pi computer2410includes a variety of firmware or software logic for controlling and operating vehicle100. A first logical component2500which may comprise MAVProxy software produced by ArduPilot.org reads and writes data and instructions via a USB or other electronic data port/modem2415. Optionally, Mathworks of Natick, MA, makers of MATLAB and Simulink mathematical computing software, has under development command and control logic that may also be included to form logic component2500and to configure vehicle100, once such tools are completely developed. The instructions for controlling and operating vehicle100may include command and control logic instructions2505exchanged according to the Pixhawk interface2435. Logic2500also receives data and telemetry2510received from peripherals or attached devices via interface2435and USB port2415. As discussed in greater detail below, logic module2500may also include logic for navigating and positioning vehicle100via manipulation of propulsion module2199and vehicle100control surfaces according to navigation data and other mission parameter data and functions stored and executed by logic2500and onboard computer2410. A second vehicle logic module2520operates onboard cameras and optics. In one embodiment of the invention, software module2520comprises raspivid software which reads and writes data and instructions from a camera2445. According to one embodiment of the invention, camera2445comprises a Raspberry pi camera procured through DigiKey, the complete technical specification of which is incorporated herein by reference. According to one possible embodiment of the invention, visual data captured by camera2445is written to software module2520and raw image data then transmitted (or rewritten) by software module2520to a streaming software logic function2525. Streaming function2525can then upload or stream data2528off of vehicle100to shore-side computers2530or other data and telemetry receiving devices. As will be readily apparent to those of ordinary skill in the art, the vehicle software architecture2410ofFIG.17may be implemented in software, firmware, or ASIC devices and is not limited to the specific software shown inFIG.17. The logic functions may also be apportioned across various software routines or firmware and need not be strictly segregated into the software modules as drawn. According to one possible embodiment of the invention, vehicle100interfaces with a shore-side computer2530via a controller2470(shown inFIG.16). Topside computer2530may include a vehicle configuration and control software, QGroundControl2540found at qgroundcontrol.com and managed by the Dronecode Project, the complete technical description of which is incorporated herein by reference. Software2540may optionally interface with a joystick2545which may serve as a means for operator control of a tethered vehicle100when not operating autonomously; or as means for inputting data to QGroundControl software2540. Joystick2545provides data to software2540via a USB port2550or other electronic port known to those of skill in the art. Command and configuration data and information exchanges2555and2556received from vehicle100, may be communicated to/from topside computer2530via a USB or Ethernet link with Raspberry Pi computer2410via software module2500and software module2540. As noted in connection with the description of the vehicle100logic architecture, topside logic2530may be implemented using other software, firmware or ASIC modules as is known in the state of the art and is not limited to the specific software configuration shown inFIG.17. Topside software and computer2530may be used by operators of vehicle100to configure vehicle100systems, load mission parameters and instructions, and to validate the status of vehicle100systems, modules, sensors, payloads and other elements and components.FIG.18shows an example of a vehicle user interface2600. In the example user interface ofFIG.18, a left side menu2610allows the user to select various top level systems for further parameter definition and configuration. As illustrated inFIG.18, a summary page is selected and area2620of the user interface summarizes the current status and configuration of various onboard systems including: navigation sensor packages2625, power systems2630, safety systems2635, frame parameters2640, lights2645, and camera systems2650. In one possible embodiment of the invention, user interface2600comprises ARDUSub software or firmware found at www.ardusub.com manufactured by BlueRobotics, the specifications of which are incorporated herein by reference. Other user interface systems may be used with the present invention, and the invention is not limited to the specific software or user interface shown. In addition, as described previously, vehicle100may be configured for a variety of missions and uses, and may include a variety of different types of sensors, telemetry, power, safety, and other onboard systems not depicted inFIG.18as drawn. The option to configure, status and set parameters for such additional systems is also preferably available to the vehicle operator via user interface2600as desired. 2.3 Vehicle Stability and Control In prior art vehicles of fixed design and configuration, the vehicle mass and control configurations are established in advance and are known. Thus, when operating prior art vehicles in an autonomous mode, the vehicle's moments of inertia and its stability control coefficients: information needed to control and manoeuvre the vehicle remains a known set of constants. In contrast, adding and removing modules, and adding and removing various propulsion systems, and external modular elements to vehicle100alters the center of mass, center of buoyancy and the stability and control parameters of vehicle100each time a new vehicle100is configured. 2.3.1 Dynamically Determined Stability and Control Logic According to one embodiment of the invention, vehicle100includes onboard logic or programming that receives configuration data from each module and component which makes up vehicle100. Such configuration data may include the individual dimensions and mass properties of each attached module or component, as well as its stability and control parameters, and/or its performance parameters and operational limits, payloads, design limits, or other information. Data about the module or element may be collected by the operator topside, for example by reading from a label or inscription on the element or module, at the time of vehicle configuration. This information can then be entered and loaded into vehicle computer2410via topside computer2530. Vehicle2410via topside computer2530. Vehicle2410can them compute the stability and control coefficients and control laws for vehicle100. Optionally, each individual module may have its information stored in a memory and a processor located aboard each module. According to one embodiment of the invention, modules may include a Beagle Bones microprocessor, coupled to CAN bus106,107for this purpose. Individual elements may also include a small read only memory (ROM) device, also coupled to a CAN data bus, that stores information about the individual element. This memory can be queried by the microprocessor aboard the attached module, or directly from the vehicle central processing system2410. For example, propulsion system2199may transmit via CAN bus107and108, the type of propeller attached including data such as propeller pitch and number of blades, as well as operating limits such as maximum revolutions and operating envelopes. Additionally, control surfaces and wing data may include lift and drag data, wing configuration, and stability coefficients. If such surfaces are not fixed, control surface data may include the range of motion or degrees of travel over which the surface can be positioned. Module data may include information about module capabilities; ballast and payload contents, if any; and module mass, moment of inertia, stability coefficients and dimensional properties. As will be evident to those of skill in the art, a variety of information about each configurable attachment and individual module may be transmitted via data bus107,106as desired to aid in operating vehicle100and performing vehicle100mission evolutions. According to one embodiment of the invention, when a module or component is attached to vehicle100, that module or component transmits via CAN bus107,106the configuration and characteristics data stored in local memory within that module or component. Optionally, when a module or component is attached to vehicle100, that module or component can transmit a module or component identification value via CAN bus106,107. Computer2410has stored therein a look up table, memory, logic, or other programming that associates a set of configuration and characteristics data with the component identification value received. Even with the individual module mass properties and stability coefficients provided to computer2410, the overall vehicle stability coefficients, mass properties and dynamics must be calculated so vehicle100can be controlled and operated. Various approaches may be used to dynamically determine the necessary control laws and parameters. These approaches include direct calculation using the known properties of the individual modules; or empirically determining the control law values by having the assembled vehicle100execute a defined series of manoeuvres prior to departing on the mission; or some combination of both. In the latter case, a set of stability and control coefficients can be calculated and then vehicle100could conduct a short test run to validate or refine the calculated values. Vehicle100also dynamically updates its control parameters as it drops ballast or consumes consumables during operation. These calculations could also be periodically verified by vehicle100autonomously executing a short series of manoeuvres periodically during the mission to validate and update prior stability calculations or to just empirically determine the changed control parameters. Methods for dynamically calculating vehicle100stability and control coefficients include: adaptive methods, least squares regression models, Kalman filter models and machine learning models. Any of the above methods can be used to dynamically calculate the vehicle100stability and control coefficient and control laws. Adaptive methods include the following. a) 3 degree of freedom models: for example as described in Paine, “Adaptive Parameter Identification of Under-actuated Unmanned Underwater Vehicles; a Preliminary Simulation Study,” inOceans2018MTS/IEEECharleston, IEEE, October 2018, pp 1-6; and incorporated herein by reference. b) decoupled 6 degree of freedom models: for example as described in, Smallwood, “Adaptive Identification of Dynamically Positioned Underwater Robotic Vehicles,”IEEE Transactions on Control Systems Technology, vol. 11, no. 4 pp 505-515, July 2013; and Tyler Paine et. al, “Preliminary Feasibility Study of Adapted Parameter Identification for Decoupled, Underactuated, Unmanned Underwater Vehicles in 6 Degrees of Freedom,” a paper presented at the Yale Workshop on Adaptive Systems and Learning; each of which is incorporated herein by reference. c) fully coupled, fully actuated 6 degree of freedom plant models: for example as described in McFarland, “Comparative Experimental Evaluation of a New Adaptive Identifier for Underwater Vehicles,” in 2013IEEE International Conference on Robotics and Automation, May 2013, pp 4614-4620; Paine and Whitcomb, “Adaptive Parameter Identification of Underactuated Unmanned Underwater Vehicles; a Preliminary Simulation Study,” 2018; and Harris, Paine, and Whitcomb, “Preliminary Evaluation of Null Space Dynamic Process Model Identification with Application to Cooperative Navigation of Underwater Vehicles,” each of which is incorporated herein by reference. Embodiments of the invention as described more below include fully coupled, fully actuated 6 degree of freedom plant models. Additional models which may be used to dynamically calculate vehicle100stability and control coefficients and control laws include least squares linear regression methods. These methods include the following more specific methods. a) 3 degree of freedom models: for example as described in Hegrenaes et al. “Comparison of Mathematical Models for the Hugin 4500 AUV Based on Experimental Data,” 2007Symposium for Underwater Technology and Workshop for Scientific Use of Submarine Cables and Related Technologies, April 2007, pp 558-567; Ridao, “On the Identification of Nonlinear Models of Unmanned Underwater Vehicles,”Control Engineering Practice, vol. 12, no. 12, pp 1483-1499, 2004 inGuidance and Control of Underwater Vehicles; and Graver, “Underwater Glider Model Parameter Identification,” inProceedings of the13th International Symposium on Unmanned Untethered Submersible Technology(DUST), vol. 1, 2003, pp. 12-13; each of which is incorporated by reference herein. b) 6 degree of freedom models: for example as described in Martin, “Experimental Identification of 6 Degree of Freedom Coupled Dynamic Plant Models for Underwater Robot Vehicles,”IEEE Journal of Oceanic Engineering, vol. 39, no. 4, pp 662-671, October 2014; Martin, “Experimental Identification of 3 Degree of Freedom Coupled Dynamic Plant Models for Underwater Vehicles,” Springer International Publishing, 2017, pp 319-341; and Natarajan, “Offline Experimental Parameter Identification Using Onboard Sensors for an Autonomous Underwater Vehicle,” inProceedings of MTS Oceans, October 2012, pp 1-8; each of which is incorporated herein by reference. c) reduced parameter 6 degree of freedom models for example as described in Randeni, “Parameter Identification of a Nonlinear Model: Replicating the Motion Response of an Autonomous Underwater Vehicle for Dynamic Environments,”Nonlinear Dynamics, vol. 91, no. 2, pp 1229-1247, January 2018; Randeni, “Implementation of a Hydrodynamic Model Based Navigation System for a Low Cost AUV Fleet,” inIEEE OES Autonomous Underwater Vehicle Symposium(AUV) no. November 2018; and Harris, “Preliminary Evaluation of Null Space Dynamic Process Model Identification with Application to Cooperative Navigation of Underwater Vehicles,” 2018IEEE/RSJ International Conference on Intelligent Robots and Systems(IROS) IEEE, October 2018, pp 3453-3459; each of which is incorporated herein by reference. Kalman filter approaches for dynamically determining the stability and control coefficients and control laws of vehicle100also exist. Kalman filter variants include the following examples: Tiano, “Observer Kalman Filter Identification of an Autonomous Underwater Vehicle,”Control Engineering Practice, vol. 15, pp 727-739, June 2007; and Sabet, “Identification of an Autonomous Underwater Vehicle Hydrodynamic Model Using the Extended, Curvature, and Transformed and Unscented Kalman Filter,”IEEE Journal of Oceanic Engineering, vol. 43 no. 2, pp 457-467, April 2018; each of which is incorporated herein by reference. Machine learning and neural network methods have also been developed as a method for calculating the stability and control coefficients and control laws. These methods include the following. a) machine learning methods: for example as described in Wehbe, “Experimental Evaluation of Various Machine Learning Regression Methods for Model Identification of Autonomous Underwater Vehicles,” in 2017IEEE International Conference on Robotics and Automation(ICRA), May 2017, pp 4885-4890; Wehbe, “Learning Coupled Dynamics Models of Underwater Vehicles Using Support Vector Regression,” inOceans2017, Aberdeen, June 2017; and Wu, “Parametric Identification and Structure Searching for Underwater Vehicle Model Using Symbolic Regression,”Journal of Marine Science and Technology, vol. 22, no. 1 pp. 51-60, 2017; each of which is incorporated herein by reference. b) neural network methods: for example as described in Vandeven, “Neutral Network Augmented Identification of Underwater Vehicle Models,”Control Engineering Practicevol. 15, no. 6, pp 715-725, 2007, special section on control application in marine systems; and Karras, “Online Identification of Autonomous Underwater Vehicles through Global Derivative Free Optimization,” 2013IEEE/RSI International Conference on Intelligent Robots and Systems, November 2013, pp 3859-3864; each of which is incorporated herein by reference. Each of these above methods may be used with the present invention regardless of the type of vehicle. As is well known to those of skill in the art, the equations can be rewritten to account for the vehicle type and the nomenclature/symbology normally used in the associated field. According to one embodiment of the invention, vehicle100control laws include adaptive plant methods model2700as illustrated in the block diagram ofFIG.19and as defined below. Vehicle100executes these dynamic stability and control laws to control the motions and to navigate vehicle100. Mv.︸InertialTerms=-C(M,v)v︸CoriotisTerms-(∑6i=1❘"\[LeftBracketingBar]"vi❘"\[RightBracketingBar]"Di)v︸QuadraticDragTerms-𝒢(a)︸BouyancyTerms+τ(v,a,ξ,θa)︸ControlForces/Moments.(1)Where:v∈R6is the body velocity.a is the body attitude vector.M∈R6×6is the positive definite symmetric mass matrix.Di∈R6×6, i=(1,2, . . . , 6) is the negative semidefinite drag matrix for the ithdegree of freedomξ∈Rpare controlled inputs such as fin angle and propeller speedθs∈Rqis vector of actuator parameters to be identified. Examples of these terms include lift and drag coefficients of the control surfaces and propeller coefficients. 2.3.2 Center of Mass Redistribution Module There may exist configurations of vehicle100for which the available control surfaces lack sufficient authority to reliably control the vehicle, or in which the vehicle is dynamically or statically unstable to such a degree as to make mission execution a concern. Alternatively, the initial vehicle100configuration may be within desired operating envelopes, but after dropping a cargo, collecting a sample, or dropping ballast, the resulting vehicle100properties exceed safe operating parameters. In such situations, relocating the center of mass/gravity of vehicle100may sufficiently alter vehicle100stability and control characteristics to return vehicle100to safe limits of operation. FIG.20Ais a side cross sectional view andFIG.20Bis a second cross sectional view of a mass redistribution and configuration module2750according to an embodiment of the invention. As shown inFIGS.20A and20B, mass redistribution module2750includes mechanisms that can selectively change the location of vehicle100center of mass by repositioning moveable masses on each of the vehicle's x, y, and z axes. In alternative embodiments of the invention, module2750includes moveable masses for just a single one of the x, y, or z axes, or simply any two of the x, y, or z axes. Optionally, for greater precision, module2750can include multiple moveable masses of different weights on any given one or more of these axes. As shown inFIG.20A, module2750includes a servo or DC drive motor2752, mounted on a motor mount or isolation plate2754. Motor2752drives a worm gear2756to which is attached a mass m,2758. The worm gear is anchored to a termination plate2760secured to the module2750structure either directly or through an isolation plate2762. As shown inFIG.20A, worm gear2756is located parallel to or on the x axis of vehicle100. Motor2752receives commands from vehicle100command logic via data buses106and107, to turn worm gear2756and position or reposition mass2758at the desired location along the x axis. Module2750may optionally include a separate sensor to detect the position of mass2758; or optionally, module2750may be precalibrated to correlate the number of revolutions of worm gear2756to a given location of mass2758. FIG.20Bshows an end view of the module2750ofFIG.20A. In the cross section ofFIG.20B, DC motor2752is coupled via additional gearing to drive a second worm gear2764. Optionally, a second DC motor2752can be included to drive worm gear2764. Motor2752receives commands from vehicle100control logic to turn worm gear2764and position a mass2766along or parallel to the vehicle100z axis. The position of mass2766can be determined in a manner similar to that described in connection with mass2758. Also shown in the embodiment ofFIG.20Bis a third worm gear2768coupled to a DC motor2769. Motor2769turns worm gear2768in response to commands received from the vehicle100control logic. Turning worm gear2768positions mass2770along the y axis of vehicle100. The position of mass2770can be determined in a manner similar to that described in connection with the movements of masses2758and2766. Inclusion of module2750in the configuration and assembly of vehicle100allows the vehicle100center of mass/gravity to be repositioned to obtain optimum performance of vehicle100and to maintain vehicle100operating characteristics within desired operational envelopes. Any of masses2758,2766or2770can be positioned or repositioned at any time during operation of vehicle100. This capability additionally allows vehicle100to be “trimmed” for the particular operating conditions or manoeuvre. Trimming vehicle100reduces the amount of work the control surfaces must do to maintain vehicle100in a particular attitude or orientation. Reducing the number and magnitude of required motions of the control surfaces in turn saves vehicle power and increases vehicle endurance and range. 2.3.3 Buoyancy Control Module Similar to the reasons for wanting to control the position of the vehicle100center of mass, when vehicle100comprises a UUV, the operator may wish to provide a module for controlling the buoyancy of vehicle100.FIG.21illustrates a cross section of a buoyancy control module2775according to an embodiment of the invention. Buoyancy control module2775selectively increases and decreases the net buoyancy of the vehicle100. Module2775includes one or more flood tank areas2776fluidly coupled to the exterior of the hull through port(s)2778. A piston2780is mounted on an actuator rod2782and coupled to DC servo motor2784through a gear box2786. Servo motor2784moves piston2780fore or aft inside flood chamber2776to increase or decrease flood tank2776volume thereby changing the amount of water/fluid inside tank2776. As the volume of water inside tank2776changes, the total buoyancy and the center of buoyancy of vehicle100can be controlled and positioned. An air gap2787is provided where actuator rod2782enters flood chamber2776to allow vehicle atmosphere to enter or leave the flood chamber as piston2780is positioned and repositioned during use and to prevent the buildup of a vacuum. Optionally, an airbladder (not shown) can be provided for this purpose. In operation, vehicle2410sends buoyancy correction commands via CAN bus106,107to module microprocessor2788. Microprocessor2788processes the received commands and issues reposition commands via CAN bus106,107to servo2784to reposition piston2780and alter the interior volume of flood chamber2776. As piston2780moves forward, water present in chamber2776is pushed out of opening2778. As piston2780moves back, more water enters the chamber2776through opening2778to fill the expanding volume of the chamber2776. Repositioning piston2780in this manner thereby changes the vehicle buoyancy and also can be used to alter the location of the center of buoyancy. Vehicle100may comprise multiple modules2775as appropriate to the vehicle's operations and mission. 2.4 Telemetry and External Communications Systems Once vehicle100commences autonomous operations, vehicle100can communicate with operators or with other vehicles via a communications modem. Vehicle100modem can comprise radio communications, light communications, or acoustic communications; or combinations thereof. Each of these modes of communication and the hardware for receiving and transmitting said communications is well known to those of skill in the art. The particular choice of particular communication means is dependent in part on the intended vehicle use and operating environment. 2.4.1 Optical Communications Module According to one embodiment of the invention, vehicle100includes an optical communication module or element as shown inFIGS.22A and22B.FIG.22Ashows a front perspective view of optical communications element or module2800having a module body2805and a transparent front dome2810. Although shown in a nose cone configuration inFIGS.22A and22B, optical module2800can be included anywhere in the vehicle100modular or element configuration such as, for example, as illustrated inFIG.22A. When constructed as a module, optical communications package2800mates with the remainder of vehicle100using any of the connectors ofFIG.5A-5F. When constructed as a configurable element, optical communications package2800may be either moveable or fixed and mated with vehicle100using any of the embodiments ofFIGS.7-10or12. FIG.22Bshows module2800in cross section. On the interior of transparent dome2810one or more lenses2815focus light onto a position sensitive detector2820. Transparent dome2810may comprise a filter material that transmits light of certain wavelengths while excluding or attenuating other wavelengths. Wavelengths of light may include ultraviolet, infrared, and visible light. When vehicle100comprises a UUV, green spectrum wavelengths have been shown to transmit information more robustly in an underwater environment. Lens2815can also be designed to or coated to attenuate certain wavelengths while permitting other wavelengths to pass through to detector2820. Position sensitive detector2820may comprise a First Sensor DL 100-7 model detector, the specification of which is incorporated herein by reference. Detector2820is mounted on a printed circuit board2821which includes the module microprocessor. Circuit board2821additionally includes additional processing and circuitry for processing data received from and for issuing commands to other communications devices such as RF or acoustic modems and communications when such circuits are also included within module2800. As drawn inFIG.22B, optical communications module2800includes an RF strip antenna2822for RF communications; and an acoustic modem2823for acoustic communications. As with the optical communications, circuit board and processor2821routes communication to vehicle100central processor2410via CAN bus106,107. RF strip antenna2822can also be used for wireless communications between modules. Such communications may be desirable, for example, when a configurable element is attached to the exterior of vehicle100. The external configurable element, can transmit via wireless communication its status, configuration, range of motion and other performance parameters. Use of wireless communications avoids the need to provide a wired bus connection between the element and the adjoining module to effect communications with vehicle100, and wherein such hard wired connections might penetrate the hull of vehicle100. Even when vehicle100comprises a UUV, the range over which the wireless radio frequencies is so small such that attenuation should not be a concern. Optionally, rather than a single RF strip antenna2822located on communications module2800, each module, or the command module could include a wireless antenna to perform this function. Data received from any attached configurable element could then be processed by the individual module microcomputer. Optionally wireless configuration data can be shared directly with vehicle computer2410via buses106,107. When light hits position sensitive detector2820, detector2820output is processed by circuit board electronics2821which transmits via CAN bus106,107a signal to vehicle command logic2410. In this manner, transmitted light can be used for communications. For example, a sequence of flashing lights can be transmitted from a source external to vehicle100and received by module2800as a coded message, for decoding by vehicle100command logic2410. In an alternative embodiment of the invention, the strength or location of the centroid of the focused beam of light on detector2820relative to the center of the detector is measured and communicated via data buses106,107to vehicle control logic2410. This information can be used by vehicle100to manage vehicle track relative to an external illuminated target. If the external light is focused through lens2815on the center of the detector, vehicle100is tracking to the target. If the maximum energy of the external light is focused to be on other than the center of detector2820, vehicle100is off course. Vehicle logic2410can use this tracking information to issue propulsion or control commands to alter course as needed to track to the external illuminated target. According to another embodiment of the invention, optical module2800may additionally include one or more of LEDs2825,2826,2827. LEDs2825-2827et seq. are located around the periphery of optical communications module2800or positioned such that light emitted therefrom does not interfere with light detected by detector2820. The LEDs may each be housed and protected within its own separate transparent housing filled with engineering fluid. The engineering fluid, as described previously above, provides for thermal management and transfer of the heat generated by the LED to the exterior medium outside of the transparent housing. Each of LEDs2825-2827et seq. may additionally comprise an LED of a different wavelength, for example: one blue, one green, one red, and so forth. The LEDs can be flashed in a different sequence of colors to communicate messages to the operator, a remote optical receiving modem, or to other vehicles. Various methods of encoding messages using such techniques are known to those of skill in the art. 2.4.2 Vehicle Swarm Communications Optical communications modules2800may be used to coordinate movements and activities among and between several vehicles. For example, the operator might designate a “lead” vehicle for other vehicles to follow. In such a mode of operation, lead vehicle100might emit, for example a red encoded pulsing light from LED2825for vehicles on the port side of lead vehicle100to follow and a green encoded flashing light for vehicles on the starboard side to follow. In the configuration of optical module2800as shown, these light transmissions need only be seen by the receiving vehicle and that receiving vehicle need not be pointed directly at the light source. Detector2820can detect the wavelength of the received light and communicate that information back to vehicle command logic and central processing2410. The encoded pulses can include a sequence or data string that includes, for example, one or more of: the vehicle ID, and indications of vehicle speed, course or direction changes. Optionally, communication module2800may include a Pixy Camera in lieu of or in addition to detector2820. The complete specification of the Pixy Camera is incorporated by reference. The Pixy camera can detect and separate out as separate data streams, transmitted light of different wavelengths. Thus, rather than receiving and acting upon communications received from just a single vehicle at a single wavelength, the receiving vehicle100can have multiple simultaneous channels of visible communication, each of a different wavelength. These multiple channels can be from multiple adjacent vehicles, or from a single adjacent vehicle transmitting different types of data, each with its own channel of colored light. FIG.23illustrates an example of vehicle100swarm communications and coordination. InFIG.23, a first vehicle100including an optical communications module2800tracks towards and navigates to a flashing white light buoy2850. A second vehicle2852follows vehicle100by receiving transmitted green light pulses2853from vehicle100. Vehicle2852also executes mission instructions, such as for example, “stop following,” received on a second channel of communication in yellow colored light2854transmitted from vehicle100. A third vehicle2855located beneath vehicle100also tracks and follows vehicle100by receiving red light pulses2856from vehicle100. Vehicle2855can also receive instructions from lead vehicle100via messages transmitted from vehicle100via an LED emitting orange colored light; or optionally via acoustical waves2858via acoustic modems included within its communications module2800. Such instructions might include for example, “stop following and begin execution of mission profile #2.” Vehicle2855, may optionally transmit via LED light signal, acoustic modem, or radio frequency, a confirmation that commands from vehicle100have been received. Vehicles2852can also relay instructions received from vehicle100to vehicle2855on a separate communications channel2860. Vehicles2852and2855can also communicate directly with each other, or with other vehicles using LEDs or other available communications channels. 3.0 Example of Use FIG.24is a flow chart illustrating possible use and operation of a field configurable vehicle according to an embodiment of the invention.FIGS.25A and25Bshows the initial,3000, and final vehicle3001configuration resulting from the process described below and in the flow chart ofFIG.24. In the fictitious example illustrated herein, the assembled vehicle comprises a UUV used on a scientific mission to sample gasses present in the ocean water near an off shore volcano. In step2900ofFIG.24, an operator identifies the mission objective, mission profile, and mission parameters for the UUV including needed sensors or other peripheral devices, for example grappling hooks or other attachable tools, desired to complete the mission. In this example, the operator decides that a gas sampling instrument and infra-red sensor are needed to complete the test plan. The operator determines that a specialized pre-assembled module3005including these types of sensors exists and selects that module as one of the modules to be included in the final vehicle assembly. The operator also identifies the distance to and method of transit to the mission station; the vehicle's navigation equipment requirements: and whether the vehicle needs to maintain precise station keeping on arrival. In this example, the finally assembled vehicle will be deployed from a boat and then transit to a location near the volcano by attaching itself to the side of remote controlled undersea vehicle (ROV) using a magnetic attachment device. The vehicle operator notes that module3005already includes a suitable attachment mechanism3006constructed according to the embodiment ofFIG.8. After hitching a ride to the vicinity of the underwater volcano, the finally assembled UUV will detach itself and navigate and transit to the test location via its own propulsion. The operator selects an appropriate propulsion module based on the time in transit and the desired speed of transit as well as what type of search pattern or station keeping the vehicle must maintain while collecting the data samples. In this example, the vehicle will transit and then execute a search grid while conducting the test. The operator thus selects a propulsion module2199with a fixed pitch propeller2228for this mission. Once the sample collection is completed, the UUV will rise to the surface for recovery. The operator thus selects a ballast module3010with releasable ballast1704for this mission. The operator also selects a command module3015and a battery module3020having sufficient power to operate the UUV throughout the entire mission profile. The operator also selects moveable control elements such as stabilizers3025, and bow planes3030; as well as fixed control surfaces such as a sail plane3035. After selecting the needed configurable elements and the desired modules, in step2910ofFIG.24, the operator assembles the modules together using the joining mechanisms previously described in connection with the embodiments ofFIGS.5A-5C. The operator can begin the assembly process with any module, but in this example, the operator begins the assembly process with the battery module3020as the first module. In this manner, the electrical connections of any subsequently joined modules can be checked by noting if LED511illuminates on each module. LED511of any joined module can optionally also flash a code to indicate to the operator that the module has performed an internal self-check of its systems and is fully operational. The operator next attaches command module3015, on one end, and the propulsion module2199on the other end of battery module3020. In the embodiment of the invention as draw inFIG.25, the command module also includes all the navigation systems for the vehicle. Optionally, a separate navigation module, containing navigation systems such as, for example but not limited to: six axis inertial navigation units (INU), GPS, other navigation systems can be installed. In the configuration ofFIG.25A, the ballast module3010is attached to the opposite end of command module3015, followed by the sensor module3005including the gas and infra-sensors, and attaches module3005in series with the ballast module3010. Sensor module3005additionally includes attachment device3006: one of the mechanisms ofFIGS.8-11useful for attaching to the ROV that will ferry the finally assembled vehicle to the point of operation. The operator then attaches the moveable and fixed control surfaces/elements to the exterior of the assembled vehicle. In this example, the operator also choses to attach a nose cone to the front of the vehicle. In this example the nose cone includes optical communications package2800. The initial vehicle assembly is shown inFIG.25A. With the initial vehicle components assembled, in step2920, the operator then uses top side controller2470to couple the initially assembled vehicle3000to topside computer2530and user interface2600. The operator uses interface2600to verify vehicle system and component status, and to load mission navigation, operating and performance parameters into vehicle3000's computer2410located in the vehicle's command module3015. During this topside check of vehicle mission parameters and configuration, topside computer2530calculates that the center of mass location may be outside of allowable parameters once the ballast module releases its ballast. Topside computer2530displays this information to the operator via user interface2600. The initial configuration of vehicle3000is therefore not acceptable and the vehicle must be reconfigured. The operator then choses to separate the vehicle at the initial location joining the sensor3005and ballast3010modules; and inserts a module2750with moveable internal weights as shown, for example, inFIG.20. Once ballast1704is released from ballast module3010, command module3015will execute instructions and reposition the internal weights2758of module2725to maintain the center of gravity of the finally assembled vehicle3001within allowable limits. The completely assembled vehicle3001is shown inFIG.25B. The operator once again checks the modules, elements, and overall configuration of vehicle3001and confirms that elements and modules are working, mission navigation and operational parameters are correctly loaded, and that vehicle3001can operate within allowable limits. Once vehicle3001systems have been checked and mission parameters loaded, vehicle3001is decoupled from topside computer2530in step2930and released into the water. Vehicle3001computes its initial control laws and stability coefficients from data received from the modules and attached elements, or as entered by the operator. Once in the water, in step2940, vehicle3001then executes a series of maneouvres and collects data that measures changes in position, pitch, yaw and roll based on control surface movements and compares that empirical data to the computed and predicted result. Vehicle3001can then use filtering or averaging to further refine the calculated and empirically determined stability and control coefficients. Once systems checks and control parameters are complete, vehicle3001embarks on its mission. In step2950, vehicle3001tracks towards a flashing light emitted by the remotely piloted vehicle that will ferry vehicle3001to the test site local. Once proximate the ROV, vehicle3001magnetically attaches itself to the ROV, and the ROV with vehicle3001attached, transits to the test area. When the vehicle navigation system detects that vehicle3001has reached the release point, computer2410sends a signal to the magnetic attachment mechanism which releases vehicle3001from the ROV shuttle vehicle. Vehicle3001then achieves neutral buoyancy according to the amount of ballast loaded and the surrounding water density; and in step2960the vehicle command module3015navigates vehicle3001to the precise test station and executes the test collection mission in step2970. Vehicle3001can optionally transmit telemetry via an acoustic modem or other communications means included within the communications packages of nose cone2800throughout the mission. After completing the mission, vehicle3001navigates to its mission defined pick up location using GPS or internal navigation, or other included navigation capabilities; and commands the release of ballast1704and rises to the surface, in step2980, according to its preprogrammed mission profile. Once on the surface, vehicle3001transmits a series of colored light pulses indicating status information, such as for example: that it has completed its mission, that the vehicle is in good condition. Vehicle3001also transmits via RF data indicating that it can be retrieved, and its location as determined by vehicle3001onboard navigation. The vehicle operator can transmit a reply from the research ship acknowledging the message and can optically, acoustically, or via RF communications transmit to vehicle3001other commands. Such commands might include instructions for vehicle3001to continue outputting a single flashing white light so that it can be visually located, but to cease other transmissions. The research vessel proceeds to the location and retrieves vehicle3001. In step2995, vehicle3001is reconnected to topside computer2530and user interface2600. Prior to execution of step2995, the operator can also check any optional vehicle anti-tamper devices or security systems to ensure that no unauthorized access to vehicle3001has occurred; and that could also damage or inject malicious code into topside computer2530. Once coupled to topside computer2530, the operator downloads the collected data if not previously transmitted from vehicle3001; and verifies vehicle3001component health and status. In step2998, the operator can disassemble vehicle3001and store its configurable elements and component modules for later use to configure a new vehicle at a later time. | 106,221 |
11858598 | DETAILED DESCRIPTION A water skier may desire to use a water ski or skis having a particular tail shape and/or a particular length that is optimal for a desired water-skiing activity. Some factors that may impact a preferred water ski configuration include i) the type of water skiing to be engaged in; ii) the water temperature; iii) the water motion; and/or iv) the experience of the water skier. A skiers optimal water ski configuration in warmer water may be different from the optimal water ski configuration in colder water. For example, a water ski will typically ride deeper in warm water. A water skier may prefer skis having a round tail in cold water and a water ski having a square tail in warmer water to achieve similar performance in either environment. However, it is expensive and inconvenient to have to purchase and transport multiple skis, or multiple sets of skis, to accommodate differing conditions. It would be advantageous to water skiers to be able to adapt a water ski configuration to particular situations in situ. It would also be advantageous to water skiers to be able to adapt a water ski to multiple different configurations to find the configuration that is most comfortable or effective for the particular skier. Embodiments of the water ski systems contemplated herein include a ski body member and a plurality of interchangeable tail members and that are configured to be securely attached to the ski body member. The interchangeable tail sections may be shaped and/or sized to provide different operating characteristics, for example, to optimize skiing speed, turning performance, jumping, and the like. FIG.1is a perspective view of a water ski system100in accordance with the present invention. The water ski system100may be, for example, a slalom water ski system or a ski for use in combo water skiing. The water ski system100includes a ski body member102and a plurality of interchangeable tail members (four shown)110A,110B,110C,110D configured to be selectively attached to the ski body member102. The ski body member102has a middle portion103, which may be configured to be stood on by a user, and may be configured with a boot or other binding (not shown), a front tip portion104extending forwardly from the middle portion103, and an aft end portion106extending rearwardly from the middle portion103. The distal surface of the end portion106defines an attachment face107. A plurality of attachment members, for example, threaded inserts108(two shown) are fixedly installed in the end portion106and are accessible from the attachment face107. Other attachment mechanisms are contemplated as are well known to persons of skill in the art. Although two threaded inserts108are shown, it is contemplated that more than two threaded inserts108may be used. The interchangeable tail members110A,110B,110C,110D are configured to be securely and interchangeably attached to the end portion106of the ski body member102such that the selected tail member engages the attachment face107. In a current embodiment each of the interchangeable tail members110A,110B,110C,110D include a plurality of through apertures112spaced apart and configured to be aligned with corresponding ones of the plurality of threaded inserts108. Threaded fasteners, for example bolts114, extend through corresponding apertures112in the selected tail member and engage the threaded inserts108to fixedly attach a selected one of the tail members110A,110B,110C,110D to the ski body member102. Although four tail members110A,110B,110C,110D are shown, it will be appreciated by persons of skill in the art that the system100may include more or fewer tail members. For example, in some embodiments any or all of the tail members110A,110B,110C,110D may be provided in a plurality of lengths, allowing the user to modify the length of the assembled ski. In a method of using the water ski system100, a user selects a desired one of the interchangeable tail members110A,110B,110C,110D. The selected tail member is then positioned adjacent to the attachment face107, and the attachment members114are inserted through corresponding tail member apertures112to engage the threaded inserts108, and the bolts114are tightened to secure the selected tail member to the ski body member102. It is contemplated that a plurality of attachment members114may be provided in a number of lengths to accommodate tail members of differing lengths. In this exemplary embodiment four interchangeable tail members include i) a conventional tail member110A; ii) an asymmetric tail member110B wherein one side of the tail member is longer than an opposite side; iii) a diamond-shaped tail member110C wherein the tail member is relatively long near its centerline and relatively short near its ends; and iv) a V-shaped tail member110D wherein the tail member is relatively short near its center and relatively long near its ends. Other tail shapes are contemplated, for example, as shown inFIGS.6A-6L. With the conventional tail member110A attached to the ski body member102, for example, the water ski will perform similar to a conventional water ski. Other tail shapes and sizes will perform differently. For example, with the asymmetric tail member110B attached to the ski body member102the water ski100will perform differently when turning left than it will when turning right. A water skier may have a ‘good’ turning direction wherein the skier is more comfortable, and a ‘bad’ turning direction that the skier finds more challenging. The asymmetric response provided by the tail member110B provides certain selectable advantages to the skier to accommodate personal preferences and skills and allows a user to tune the water ski to the user's preferences or training goals. The diamond-shaped tail member110C may cause the aft end of the water ski system100to set slightly higher in the water and will be easier to roll the water ski100left or right, for better turn initiation. The V-shaped tail member110D allows the aft end of the water ski system100to set more neutrally in the water and provides for increased speed when exiting a turn. FIGS.2A and2Bshow exploded detail views of an aft portion of another water ski system200in accordance with the present invention.FIG.2Ashows the system200from a rear angle illustrating an aft attachment face207of the ski body member202, andFIG.2Bshows the exploded view from a front angle illustrating a front face of an interchangeable tail member210A. Except as discussed below, the water ski systems shown are similar to the water ski system100shown inFIG.1, and in particular include or accommodate two or more different-shaped interchangeable tail members, for example, two or more of a conventional, an asymmetric, a diamond-shaped, and/or a V-shaped tail member. Only one interchangeable tail members is shown inFIGS.2A and2B(and subsequent FIGURES), for clarity. The ski body member202has an attachment face207configured to engage any of a plurality of tail members (tail member210A shown). Threaded inserts208are installed in the aft end portion206of the ski body member202. The inserts208in this embodiment include a shaped head, for example, a tapered annular engagement portion208′ that protrudes from the planar attachment face207. The front face of the tail section210A includes corresponding circular recesses211configured to slidably receive the engagement portions208′. In another embodiment (not shown) the threaded inserts do not have shaped heads/engagement portions208′, but rather the attachment face207of the ski body member202defines tapered annular protrusions, and the threaded inserts are installed through the corresponding tapered annular protrusions. The tail member210A includes through apertures212to receive the bolts114therethrough, including recesses213sized to receive the heads115of the bolts114. FIGS.3A and3Bshow exploded views of an aft portion of another embodiment a water ski system300in accordance with the present invention having a ski body member302and a plurality of tail members (one tail member310A shown). In this embodiment the attachment face307on the end portion306of the ski body member302is convex and the tail member310A has a concave face311configured to receive and abut the convex attachment face307of the ski body member302. For example, the attachment face307may include a peripheral chamfer307A, and the end portion306may include a corresponding angled peripheral wall311A. Attachment members114extend through apertures312in the tail member310A and engage threaded inserts108to releasably and securely fix the tail member310A to the ski body member302. In another similar embodiment (not shown), the attachment face on the end portion of the ski body member is concave, and the tail members each have a convex face shaped to engage the concave end portion of the ski body member. Through apertures312are positioned to receive bolts114therethrough to engage threaded inserts108. FIGS.4A and4Bshow exploded views of an aft portion of another embodiment of a water ski system400in accordance with the present invention. Except as described below, the water ski system400is similar to the water ski system100described above and includes a ski body member402and a plurality of tail members (tail member410A shown). In this embodiment the attachment face407on the aft end406of the ski body member402has two, spaced and shaped recesses411located between the threaded inserts108. In this exemplary embodiment the recesses411are conical. The tail member410A further comprises projections415that are sized, shaped, and positioned to snugly engage the shaped recesses411. The shaped recesses411aid in accurately positioning the tail member410A on the ski body member402and provide additional support to the connection between the tail member410A and the ski body member402. Attachment members114extend through apertures412and engage the threaded inserts108to attach the selected tail member410to the ski body member402. In other embodiments (not shown) shaped recesses are formed in the tail members and corresponding projections extend from the ski body member. In other embodiments more or fewer shaped projections/recesses may be included. For example, in an embodiment a single elongate wedge-shaped projection extends from the tail member and is closely received in a corresponding wedge-shaped recess in the ski body member. In other embodiments, more than two projections/recesses may be provided. FIG.5is a partially exploded view of an aft portion of another embodiment of a water ski system500in accordance with the present invention. Except as described below, the water ski system400is similar to the water ski system100described above and preferably includes a plurality of tail members. In this embodiment a ski body member502is configured to engage a plurality of interchangeable tail members (tail member510A shown) through a connecting member520that is attached to an upper surface of the ski body member502. The connecting member520is removably attached to an upper surface of any of a plurality of interchangeable tail members, for example tail member510A. In this embodiment the tail members, for example tail member510A, include a pair of spaced apart threaded inserts108that are accessible from an upper surface of the tail member510A. The connecting member520includes through apertures512that are configured to receive bolts114therethrough, to engage the corresponding threaded inserts108in the selected tail member510A to fix the tail member510A adjacent to the ski body member502, adjacent to the end face507. The connecting member520may be permanently or removably attached to the ski body member502. Alternatively, the connecting member510A may be permanently attached to the tail member510A, and removably attached to the ski body member502. FIGS.6A-6Lillustrate, in plan view, examples of interchangeable tail members110A-110L that in some embodiments may comprise portions of a water ski system100in accordance with the present invention. FIG.6Ashows a conventional, symmetric tail member110A.FIG.6Bshows an asymmetric tail member110B with an extended left side portion defining an acute angle.FIG.6Cshows a symmetric tail member110C with an angled back edge portion defining a ninety-degree angle.FIG.6Dshows a symmetric tail member110D defining a central sharply angled recess.FIG.6Eillustrates a tail member110E similar to the conventional tail member110A but with an asymmetry having the right side curved more sharply than the left side, andFIG.6Fillustrates a similar tail member110F having the left side curved more sharply than the right side.FIG.6Gshows a tail member110G wherein the right side forms a sharp angle with the back edge of the tail member110G, andFIG.6Hshows a tail member110H similar to tail member110G, except the left side forms a sharp angle with the back edge of the tail member110H.FIG.6Ishows a symmetric tail member110I having sharp angles formed on both sides of the tail member110I.FIG.6Jshows a symmetric tail member110J having a half-circle or half-oval shape.FIG.6Kshows a tail member110K having a conventional symmetric shape but having a extended length, in this example the length of the tail member110K is greater than its width. The tail member110K will therefore significantly extend the length of the ski.FIG.6Lshows an asymmetric tail member110L similar to tail member110B, but with the extended portion on the right side. While illustrative embodiments have been illustrated and described, it will be appreciated that various changes can be made therein without departing from the spirit and scope of the invention. | 13,684 |
11858599 | DETAILED DESCRIPTION OF THE INVENTION The following detailed description is of the best currently contemplated modes of carrying out exemplary embodiments of the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims. Broadly, an embodiment of the present invention provides a systemic dual motor framing for a watercraft. The systemic dual motor framing is movable between a folded condition and an unfolded condition for attaching with the assistance of strapping to a stern of the watercraft, sleeve-like, either by sliding over the stern end or strapping around the stern. In the unfolded condition, the systemic dual motor framing facilities the strapping and maintains a motor on each side of the watercraft, wherein the two motors can be selectively powered in conjunction remotely. Referring now toFIGS.1through4, the present invention may include the following systemic components: an electronics housing10; a housing lid12; a housing fork14; a first coupling16; a housing connecting rod18; a first coupling fasteners20; a first arm22; a first hinge leaf24; first hinge fasteners26; first leaf connection rod28; a hinge coupler30; a second hinge leaf32; strap slots34; a second leaf connecting rod36; a second hinge fork38; a second coupling connecting rod40; a second coupler42; a second coupler fastener44; a second arm46; a motor connecting fastener48; a motor50; an exemplary strap52; and the watercraft54. The systemic dual motor framing100(embodying systemic components14through48) operatively associates two synchronously operated motors50spaced apart by the deck of the watercraft54. The systemic dual motor framing100may also support a control circuitry for the motors50; the control circuitry being housed in the electronics housing10, which has a housing lid12for accessing the control circuitry. The systemic dual motor framing100operatively associates to the bottom-most longitudinal structural element of the watercraft54by way of strapping52. The systemic dual motor framing100may be symmetrical. mirrored relative to a housing fork14. The housing fork14provides two pivot points (one pivot point for each side of the mirrored systemic dual motor framing100. The two pivot points are disposed along two coplanar separate (if each axis is seen as one center of two circles/two sets of holes) axis of rotation19, respectively. Each pivot point pivotably connects, by way of the housing connecting rod18, the first coupling16on each side of the housing fork14. The first arm22then secures to the first coupling16, by way of the first coupling fasteners20, and the first arm22extends to and pivotably connects (by way of the first hinge fasteners26) to the first hinge leaf24. The first leaf connection rod28pivotably associates the first hinge leaf24and the second hinge leaf32about a proximate axis of rotation29(by way of the hinge coupler30) and a distal axis of rotation35(by way of the second leaf connecting rod36), respectively. The second hinge leaf32provides strap slots34for the strapping52to connect the systemic frame100to the bottom-most portion of the watercraft45. The second hinge leaf32also supports the second hinge fork38, wherein the second hinge fork38provides two nonplanar separated (if each axis is seen as one center of two circles/two sets of holes) axis of rotation—the distal axis of rotation35and a motor axis of rotation39. The motor axis of rotation39(by way of the second coupling connecting rod pivotably connects to a second coupler42that supports the second arm46through the second coupler fasteners44. The distal end of the second arm46connects to the motor50by way of a motor connecting fastener48. The systemic frame100is designed in such a way to allow strength and flexibility at precise joints (the axis of rotations:19,29,35,39) so as to be movable between a folded, stored condition, as illustrate inFIG.2, and a unfolded, deployed condition, as illustrated inFIG.3, to effectively slip onto the end of the watercraft54(e.g., boat or kayak), wherein the two motors are on opposing sides of the watercraft54. The design uses these two motors50in conjunction with proper spacing to which steering can be achieved without the need of turning the motors50or using a rudder. The proper spacing is defined as the width of deck that the systemic frame100accommodates in the deployed condition, which can range from 12 to 60 inches. The dual motor design will allow 360 motion control with the use of a wireless joystick. The frame is designed to be unstrapped and folded at its joints to then be packed away within a bag and easily carried over one's shoulder or inside a bag, in the folded, stored condition. The logic controller inside the remote has programing used to transmit signals via wireless communication to the logic controller built inside the electronics housing of the systemic dual motor framing100. The logic controller within the systemic dual motor framing100accepts signals from the wireless two-axis joystick and transmits this data directly to the dual electric motors. A method of making the present invention may include the following. A manufacturer may use additive manufacture (three-dimensional printing) or injection molding to create a frame having connections to aluminum round tubes (the first connecting rod18, for instance). The frame is designed using lightweight materials with various joints to allow easy movability and to fold then store. The aluminum tubes will be connected to two underwater electric motors attached to a propeller respectively acting as thrusters. The frame will hold a single motor on each side, in (certain embodiments) a hexagon type shape with a string mesh strap enforcing the bottom side of the hexagon shape. The electrical system may require designing two printed circuit boards: one for the wireless remote and the other for the master board inside the frame. Both boards require extra hardware to be attached such as battery's, joysticks, ECS's terminal blocks and wiring. Therefore, the manufacturer may need to assemble wiring and program two logic controllers to commutation via a wireless remote effectively controlling each motor with variable speed and direction. The dual motors and the systemic frame design are necessary to produce the inventive concept. The wireless remote can be optional as there could be a wired remote. Various battery packs are also optional. The system could be upgraded to bigger motors to accommodate a larger boat or kayak and some software improvements could be added to allow GPS guided control or speed control. The dual motor frame could be thinner and smaller to fit paddle boards with the same 360 motion control and joystick remote. Also, the dual motor frame could be increased in size to fit larger boats and control them in the same way. The battery pack can be mounted on the frame giving the user one compact dual motor system. A method of using the present invention may include the following. The systemic dual motor frame100disclosed above may be provided, and the following steps employed. Step One, the user would unfold the systemic dual motor frame100and slide the systemic dual motor frame100onto the stern of the watercraft54aligning the mesh strapping52underneath the vessel54. Step Two, the user would continue to slide the systemic dual motor frame100up until the systemic dual motor frame100is tight due to the tapering shape of narrowing watercraft54, likes canoes and kayaks. Step Three, the user could use ratchet straps to continue and completely tighten the systemic dual motor framing100to the vessel54. Step Four, the user will board the watercraft54and lower the motors50into the water and begin using with wireless joystick. Additionally, the present invention could be used as an autonomous driving boat or kayak for handicapped or to carry supplies on a voyage within the water. It should be understood, of course, that the foregoing relates to exemplary embodiments of the invention and that modifications may be made without departing from the spirit and scope of the invention as set forth in the following claims. | 8,309 |
11858600 | DETAILED DESCRIPTION Various aspects and examples of a leash for a sports board are described below and illustrated in the associated drawings. Unless otherwise specified, a sports board leash in accordance with the present teachings, and/or its various components may, but are not required to, contain at least one of the structures, components, functionalities, and/or variations described, illustrated, and/or incorporated herein. Furthermore, unless specifically excluded, the process steps, structures, components, functionalities, and/or variations described, illustrated, and/or incorporated herein in connection with the present teachings may be included in other similar devices and methods, including being interchangeable between disclosed examples. The following description of various examples is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. Additionally, the advantages provided by the examples described below are illustrative in nature and not all examples provide the same advantages or the same degree of advantages. The sports board leashes of the present disclosure are particularly useful when used in conjunction with surfboards, boogie boards, and/or paddle boards. However, the disclosed board leashes may also be useful as a retention aid for any other sports board, such as snowboards, or even skis, where they may act as a supplement to, or a backup for, conventional bindings. Depending upon the particular application of the board leash, the cuff assembly can be modified to be used over clothing and/or footwear, such as boots. A sports board leash10according to the present disclosure is shown inFIG.1. Board leash10can include a cord12extending between a first end portion14and a second end portion16of cord12. Board leash10can further include a cuff assembly18connected to first end portion14, where cuff assembly18is configured to be coupled to a person's limb, and a board fastening device20that is connected to the second end portion16, that is configured to be coupled to a sports board. Cord12can be attached to cuff assembly18and board fastening device20via any suitable connection. In one aspect of the present disclosure, first end portion14of cord12is connected to cuff assembly18via a cord coupling swivel member22, and second end portion16is similarly connected to board fastening device20via a cord coupling swivel member24. Cuff Assembly As shown inFIGS.1-3, cuff assembly18can be configured to fit around a portion of a user's limb, in order to secure the sports board leash (and therefore a connected sports board) securely attached to the user. Cuff assembly18is configured such that it can be secured to a variety of positions on a given user's limbs, including upper or lower arm, or upper or lower leg. For most board sports, however, cuff assembly18can be most advantageously configured to be attached to a user's lower leg portion. That is, cuff assembly18, as manufactured, incorporates a degree of curl or curvature that is compatible with wrapping around and being secured to a lower leg portion, and in particular, compatible with wrapping and being secured to a user's ankle. Although cuff assembly18is described as configured to be secured to a user's ankle, it should be appreciated that cuff assembly18is not specifically intended to be secured around that portion of the ankle that incorporates one or more components of the ankle joint, as the presence of the cuff can in some cases interfere with the mobility of the ankle joint. Rather, cuff assembly18is typically configured to be wrapped around and secured to the user's lower leg below the calf yet above the malleoli (the bone prominences on each side of the ankle). For example, as shown inFIGS.2-3, cuff assembly18can include a central cuff section26that includes a precurved molded insert28. Cuff assembly18further includes a first wing30that is attached to a first side32of central section26, and a second wing34attached to a second side36of central section26. First wing30and second wing34are configured to be overlapped and fastened to each other in order to secure cuff assembly18around a person's limb portion. More specifically, first wing30and second wing34of cuff assembly18can be configured to fasten to each other by first wrapping first wing30around the user's limb and then overlapping first wing30with second wing34, and cuff assembly typically includes a closure mechanism38. Any closure mechanism that can comfortably and securely retain cuff assembly18to a user's limb during the normal use of the associated sports board can be a suitable closure for the purposes of the disclosed cuff assembly. There may be advantages, however, in employing a relatively soft, waterproof, and highly secure hook-and-loop closure to secure cuff assembly18. Where a hook-and-loop closure is employed as closure38, a first component40of the hook-and-loop closure can be disposed on an outer surface42of first wing30, and the complementary second component44of the hook-and-loop closure can be disposed on an inner surface46of second wing34. The use of a hook-and-loop closure for cuff assembly18may be made more user-friendly and easier to engage where first wing30is one or both of wider than second wing34, and longer than second wing34, preferably both wider and longer to provide a larger “target” for securing second wing34, as is more clearly shown inFIGS.4-5. Cuff assembly18can be precurved, that is a curve can be imparted to the materials making up cuff assembly18so that it exhibits a permanent curvature during manufacture, and so is therefore easier to fasten to a limb portion of a user than a cuff with no permanent precurved structure. The precurvature of cuff assembly18can be created during manufacture by one or more methods. For example, portions of the cuff assembly, and in particular first wing30and second wing34can incorporate a plurality of fabric layers that can be manufactured together such that each wing has a memorized degree of curvature. Alternatively, or in addition, cuff assembly18can be precurved due in part to an application of a curved heat press to one or more components of cuff assembly18, or the cuff assembly as a whole during manufacture of the cuff assembly. The curvature imparted to cuff assembly18can help assist the user to fasten the cuff assembly to a limb portion. This may be particularly true where a component of the cuff assembly is both curved and stiffened, a stiffened cuff component is one that resists at least somewhat being flexed. Typically, central section26of cuff assembly18is stiffer, and more resistant to flexing, than either first wing30or second wing34. Alternatively, or in addition, second wing34can be stiffer, and more resistant to flexing, than first wing30. The precurve of central section26is reinforced and maintained by molded insert28. The curve of molded insert28is shaped and sized so as to be complementary to the rear surface of a user's ankle. In particular, center section26of cuff assembly is configured to be placed against the rear surface of the user's ankle, adjacent to the user's Achilles tendon, and then secured in that position. In order to enhance the comfort and security of surf board leash10, cuff assembly18is therefore configured so that a maximum width48of central section26is greater than a maximum width50of first wing30or a maximum width52of second wing34, placing greater support at and around the user's Achilles tendon. This may be particularly advantageous as central section26serves as the attachment point of cord12of sports board leash10, and may therefore be the recipient of stresses and shocks during use. In another aspect of the disclosed cuff assembly, the middle portions of first wing30and second wing34can incorporate the region of maximum width for each wing, and each wing may then taper in width at both ends. As a result, cuff assembly18may exhibit an overall profile that exhibits several compound curves, that is, both an upper edge54and a lower edge56may be curvilinear, or consisting of a curved line or lines, which can provide an attractive appearance while the cuff regions exhibiting increased width can further provide additional support to the cuff assembly, helping to comfortably distribute stress and shock more evenly around the cuff for a more comfortable and effective anatomical fit. in another aspect of the disclosed cuff assembly18, an inner surface58of first wing30can be functionalized by the presence of an applied pattern60of a frictional material62that serves to reduce slipping when cuff assembly18is wet. As exemplified inFIG.5, applied pattern60can include simple arcuate forms, or applied pattern60can include a repeating pattern of frictional pads across some or all of inner surface58. A variety of frictional materials can be suitable for forming applied pattern60, however the use of silicone polymer in particular can provide enhanced grip when wet while still exhibiting sufficient resilience to provide comfort. Precurved molded insert28typically is typically injection molded as a unitary piece of polymer. Molded insert28is typically retained within central section26of cuff assembly18, disposed between component layers of the cuff assembly excepting for a horn portion64that projects from an outer surface66of central section26. Typically, molded horn portion64can have a height in a range of 30 mm to 50 mm, and a width in a range of 60 mm to 90 mm. Horn portion64can be configured to connect to cord12of sports board leash10. More specifically, horn portion64can be configured to attach a cord coupling structure such as cord coupling swivel member22, which secures cuff assembly18to cord12. As shown inFIGS.3and6, molded horn portion64defines a hole67configured to receiving a cord connection device. Molded horn portion64serves to defines a central axis68through hole67that is coextensive with the direction of cord12when attached to molded horn portion64. An exemplary molded insert28is shown inFIGS.6-9. Although the precise shape of the outline of molded insert28may vary, typically molded insert28displays an overall outline that is wider than it is tall, and molded insert28is curved to fit comfortably against a surface of a user's limb. The sides69of molded insert28curve inwardly and around a limb axis70that is defined by its alignment with the user's limb where cuff assembly18is worn, such that limb axis70extends perpendicularly to central axis68. Molded insert28is wider within the plane defined by cuff assembly18, than it is tall along a vertical axis, i.e., parallel to limb axis70. A suitable outline shape for precurved molded insert28can include any one of a flattened diamond, a rounded rhombus, an ellipse, an oblate ellipse, or an oval. Due to the shape of molded insert28, central section26of cuff assembly18can exhibit an upper edge71and a lower edge72that convex curves that are shaped to accommodate the outline of the precurved molded insert. In particular, curving upper edge71and curving lower edge72can be mirror-symmetrical in appearance. Although molded insert28is wider than it is tall, a maximum height73of molded insert28is measured orthogonally to central axis68, as shown inFIG.7. The attachment and detachment of cuff assembly18to a user's limb may be facilitated by the presence of a pull handle member74disposed on outer surface75of second wing34, typically at an end of second wing34. The pull handle member74can have any suitable configuration, but may be either a molded pull handle member or a low profile fabric pull tab or loop, as shown inFIGS.1,2, and4that does not substantially project beyond the surface of the cuff and is thus less prone to snagging. Cord As discussed above, sports board leash10can include cord12that extends between and connects cuff assembly18, connected to first end portion14of cord12, and board fastening device20, connected to second end portion16of cord12. Although cord12typically includes one or more synthetic plastics, the plastics should be selected for appropriate strength, resilience, and stability for use in combination with board sports. Cord12should be light, strong, and resistant to the effects of being repeatedly subjected to impact forces such as may be generated when a leashed surfboard is separated from its user/rider. Some elongation under such shocks and impacts may be helpful in absorbing such forces, but cord12should be resilient and not necessarily elastic. Cord12should be at least substantially resistant to extended exposure to both sunlight and water, and in particular the strength and resilience of cord12should not be diminished while wet. Cord12includes an outer surface76, that may be physically configured so as to help minimize drag during use. That is, outer surface76can be configured to minimize resistance to movement of cord12through water. For example, outer surface76may be made smooth, or may incorporate micro-rib structures. It may be particularly advantageous, as shown inFIGS.10and11, for outer surface76of cord12to incorporate a surface texture that includes a plurality of dimples or recesses78, where the recesses in outer surface76are intended to reduce drag as cord12moves through water. Recesses78can be disposed along substantially the entire length of cord12, and may be distributed unevenly or, more preferably, distributed evenly along cord12. Recesses78may have any of a variety of shapes, which may be the same or different. Typically each of the recesses78has a substantially identical shape, which can be circular or ovate. More typically, all recesses78have a substantially circular circumference. A representative and illustrative distribution of recesses78on cord12is shown in greater detail for a short segment79of cord12inFIG.11. The pattern of recesses shown inFIG.11can represents a portion of a repeating pattern along cord12, creating translational symmetry along the cord. Each recess78can have a depth80, for example, in a range of 0.20 mm to 0.50 mm. When considering separation around a circumference of cord12, adjacent recesses78can be separated by a separation distance81that is in a range of 1.0 mm to 3.5 mm. Alternatively or additionally, recesses78that are adjacent when considered along the length of cord12can be separated by a distance82that is in a range of 4.0 mm to 8.0 mm. In an alternative aspect of the present disclosure, recesses78of cord12may define grooves or other geometrical shapes configured to reduce drag of the cord when moving through water. As shown inFIGS.1and10, cord12is typically connected at first end portion14to cord coupling swivel member22, and at second end portion16to cord coupling swivel member24. Swivel member22is typically over-molded onto cord12, and is typically formed so as to be complementary and compatible with horn portion64of precurved molded insert28. Similarly, swivel member24is typically over-molded onto cord12, and is typically formed so as to be complementary to and compatible with attachment to board fastening device20. The swivel function of each of swivel members22and24is typically incorporated into the connection between swivel member22and cuff assembly18, and the connection between swivel member24and board fastening device20. Board Fastening Device As discussed above, sports board leash10can include board fastening device20that is connected to second end portion16of cord12that then extends to and connects cuff assembly18board fastening device20. Board fastening device20can be any fastening device suitable for coupling a sports board to cord12, and thereby to cuff assembly18, for retaining the sports board with the user/rider that is wearing cuff assembly18. For example, board fastening device20can include a rail saver84, a sleeve86that reversibly covers rail saver84, and a cord loop88that is reversibly retained by rail saver84, as shown inFIGS.12-14. The rails of a surfboard are the “edges” of the board where the deck and the bottom of the board meet. A surfboard's rails run from the tail to the nose of the board, and the particular shape of the rails determines how water flows over them when the board is planning and turning. The particular configuration of a board's rails helps to determine the overall performance characteristics of that surfboard. Unfortunately, upon the loss of a user/rider, a great deal of force can be applied by a leash cord if it happens to lie across a rail of the board when it is jerked taut. For this reason, most board leashes incorporate some form of a rail saver, which provides a barrier between the cord of the leash and the rails of the surfboard. Generally, the wider and longer the rail saver may be, the greater the area over which the cord's impact can be distributed, and therefore the greater the protection given to the board. However, and at the same time, a large rail saver can also create more drag in the water. Rail savers typically also incorporate one or more features to help ensure the security of the connection to the sports board, in order to prevent inadvertent and unwanted release of the sports board. Sleeve86can be generally tubular in shape, and be disposed so that sleeve86substantially encloses rail saver84. Sleeve86can have a fixed end90that can be attached adjacent a proximal end92of board fastening device20. The further, or distal, end of sleeve86can include an open end94. Rail saver84can have any suitable construction, but typically incorporates a durable strap96, such as nylon webbing or similar material, that can have an open configuration98and a closed configuration100. As shown inFIG.12strap96of illustrative rail saver84includes a proximal end portion102and a distal end portion104, where proximal end portion102of strap96is coupled to cord12via cord coupling swivel member24. When in its open configuration98, strap96can be unfolded with distal end portion104free, and cord loop88can be readily threaded onto strap96. Rail saver84can then be converted to its closed configuration100by folding one or more portions of strap96onto itself, and securing the strap in that folded configuration. When in its closed configuration100, strap96securely retains cord loop88. For illustrative rail saver84ofFIGS.12-14, strap96has an open configuration98where the strap is unfolded, and can be converted to closed configuration100by folding strap96to bring distal strap portion104into contact with proximal strap portion102, and securing strap96in its closed configuration by a suitable fastening mechanism. For example, proximal strap portion102and distal strap portion104can be modified by the attachment of a first component106and a second component108of a hook-and-loop fastening mechanism, respectively such that when folded over, strap96securely retains cord loop88. When rail saver84is in closed configuration100it is typically enclosed by tubular sleeve86, as shown inFIG.12. Sleeve86not only provides additional protection for rail saver84during us, but additionally secures cord loop88by preventing strap96from being unfolded inadvertently. Sleeve86typically comprises a flexible and somewhat elastic woven fabric that is resistant to being damaged by exposure to water, and can include one or more drain holes110configured to permit water to drain from sleeve86so it is not retained therein. Sleeve86can have a length approximately the same or slightly shorter than rail saver84when in closed configuration100. In order to unfold strap96when in its closed configuration100, open end94of sleeve86can be readily compressed by pleating or folding the fabric of sleeve86in order to expose rail saver84, as shown inFIGS.13-14. In this way, rail saver84can be readily coupled or uncoupled to cord loop88. In an advantageous aspect of the board fastening device20, cord loop88can have the form of a loop that fails to include a knot securing the cord. That is, while cord88defines a loop structure, the loop is not formed by joining the ends of a cord using a knot. Cord loop88is in turn configured to attach to, for example, a leash plug on a sports board, and board fastening device20advantageously permits rail saver84(and therefore the board leash) to be connected to a sports board with only a single folding operation. Method of Using the Sports Board Leash The presently disclosed sports board leash lends itself to a method of securing a cuff assembly for a sports board leash, as set out in flowchart120ofFIG.15. The method can include aligning the central section of the cuff assembly with a user's Achilles tendon, at step122of flowchart120; wrapping the first wing of the cuff assembly around an ankle portion of a user in a first direction, at step124of flowchart120; wrapping the second wing of the cuff assembly around the ankle portion in an opposite direction, so that the second wing overlaps the first wing, at step126of flowchart120; and fastening the second wing to the first wing where the wings overlap, at step128of flowchart120. Illustrative Combinations and Additional Examples This section describes additional aspects and features of leash assemblies for sports boards, as presently disclosed, presented without limitation as a series of paragraphs, some or all of which may be alphanumerically designated for clarity and efficiency. Each of these paragraphs can be combined with one or more other paragraphs, and/or with disclosure from elsewhere in this application, including the materials incorporated by reference in the Cross-References, in any suitable manner. Some of the paragraphs below expressly refer to and further limit other paragraphs, providing without limitation examples of some of the suitable combinations. A1. A cuff assembly for a sports board leash, comprising: a central section that includes a precurved molded insert configured to connect to a cord of the sports board leash;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein the central section, first wing, and second wing have curvilinear upper and lower borders. A2. The cuff assembly of paragraph A1, wherein the first wing and the second wing are configured to fasten to each other by overlapping the first wing with the second wing, and the first wing is both wider and longer than the second wing. A3. The cuff assembly of paragraph A1, wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing, and the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's limb portion. A4. The cuff assembly of paragraph A1, wherein the precurved molded insert includes a molded horn that protrudes from an outer surface of the central section and is configured to connect to the cord of the sports board leash. A5. The cuff assembly of paragraph A4, wherein the molded horn defines a hole for receiving a cord connection device, and defines a central axis through the hole coextensive with a cord direction, the molded insert being precurved around a limb axis that is perpendicular to the defined central axis. A6. The cuff assembly of paragraph A5, wherein the molded insert has a maximum height measured orthogonally to the central axis A7. The cuff assembly of paragraph A5, wherein each of the first wing and second wing includes plural layers manufactured together such that each wing has a memorized degree of curvature around the limb axis. A8. The cuff assembly of paragraph A1, wherein the central section is stiffer than either the first wing or the second wing. A9. The cuff assembly of paragraph A1, wherein the second wing further includes a pull handle member and is stiffer than the first wing. A10. The cuff assembly of paragraph A1, wherein each of the first wing and the second wing are widest at a middle of the wing, and each wing tapers toward an end of the wing, and narrows where the wing connects to the central section. A11. The cuff assembly of paragraph A1, wherein the precurved molded insert has an outline that is wider than it is tall. A12. The cuff assembly of paragraph A11, wherein the precurved molded insert has an outline that is a rounded rhombus, an ellipse, or an oblate ellipse. A13. The cuff assembly of paragraph A11, wherein an upper edge and a lower edge of the central section define convex curves that are shaped to accommodate the outline of the precurved molded insert. A14. The cuff assembly of paragraph A13, wherein the curving upper edge and curving lower edge are mirror-symmetrical. A15. The cuff assembly of paragraph A1, wherein the central section is precurved to complement a rear surface of a person's ankle, and the first wing and second wing are configured to wrap around the person's ankle to secure the cuff assembly to the ankle. A16. The cuff assembly of paragraph A1, wherein the precurved molded insert includes a molded horn that protrudes from an exterior surface of the central section and is configured to connect to the cord of the sports board leash. A17. The cuff assembly of paragraph A16, wherein the molded horn is configured to connect to the cord of the sports board leash via a cord coupling structure. B1. A cuff assembly for a sports board leash, comprising: a central section that includes a unitary molded insert that is precurved to complement a person's ankle, where the molded insert includes a horn that protrudes from an exterior surface of the central section and is configured to connect to a cord of the sports board leash;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's limb portion. B2. The cuff assembly of paragraph B1, wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing. B3. The cuff assembly of paragraph B1, wherein both an upper and a lower edge of the cuff assembly are curvilinear. B4. The cuff assembly of paragraph B1, wherein both the first wind and the second wing are wider in a middle of the wing and tapered at both ends of the wing. B5. The cuff assembly of paragraph B1 wherein each of the central section, the first wing, and the second wing exhibit a degree of precurving to facilitate securing the cuff assembly around the person's limb portion. B6. The cuff assembly of paragraph B5, wherein the degree of precurving in the cuff assembly is due in part to an application of a curved heat press to the cuff assembly during manufacture of the cuff assembly. C1. A sports board leash, comprising:a cord having a first end portion and a second end portion;a cuff assembly connected to the first end portion of the cord, the cuff assembly including a central section that includes a precurved molded insert that is connected to the first end portion of the cord;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing, and the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's limb portion; anda sports board fastening device connected to the second end portion of the cord. C2. The sports board leash of paragraph C1, wherein the cuff assembly is configured to be secured to a person's ankle, and the sports board fastening device is configured to be secured to a surfboard. D1. A method of securing a cuff assembly for a sports board leash, wherein the cuff assembly includes a central section that includes a precurved molded insert connected to a first end of a cord of the sports board leash;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing, and the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's ankle portion;comprising: aligning the central section of the cuff assembly with a user's Achilles tendon;wrapping the first wing around the ankle portion in a first direction;wrapping the second wing around the ankle portion in an opposite direction, so that the second wing overlaps the first wing; andfastening the second wing to the first wing where the wings overlap. D2. The method of paragraph D1, wherein the sports board leash further comprises a sports board fastening device connected to a second end of the cord of the sports board leash; further comprising attaching the sports board fastening device to a surfboard. E1. A sports board leash, comprising:a cuff assembly connected to a first end portion of a cord, and configured for coupling to a person's limb, anda sports board fastening device connected to a second end portion of the cord,wherein the cord connecting the cuff assembly and the sports board fastening device has a cord surface that includes a plurality of recesses. E2. The sports board leash of paragraph E1, wherein the plurality of recesses are distributed along substantially the entire length of the cord. E3. The sports board leash of paragraph E1, wherein the plurality of recesses are evenly distributed along substantially the entire length of the cord E4. The sports board leash of paragraph E1, wherein each of the plurality of recesses is a circular recess. E5. The sports board leash of paragraph E1, wherein each of the plurality of recesses has a depth in a range of 0.20 mm to 0.50 mm. E6. The sports board leash of paragraph E1, wherein adjacent recesses in the plurality of recesses in the cord surface are separated by a distance in a range of 1.0 mm to 3.5 mm. E7. The sports board leash of paragraph E1, wherein adjacent recesses in the plurality of recesses in the cord surface are separated by a distance in a range of 4.0 mm to 8.0 mm. E8. A surfboard or stand-up paddle board coupled to a sports board leash as recited in any one of paragraphs E1-E7. F1. A sports board fastening device for attaching a sports board to a sports board leash, the sports board fastening device including a sleeve-covered rail saver. F2. The sports board fastening device of paragraph F1, wherein the rail saver includes a strap segment having a proximal end portion and a distal end portion; wherein the proximal end portion of the strap segment is configured to be attached to the sports board leash; the strap segment is adapted to have a closed configuration that brings the distal end portion of the strap segment into contact with the proximal end portion of the strap segment; wherein the proximal end portion and the distal end portion of the strap segment are attached to one another by a hook-and-loop fastening mechanism. F3. The sports board fastening device of paragraph F2, wherein the rail-saver sleeve is attached to and encloses the proximal end portion of the strap segment. F4. The sports board fastening device of paragraph F2, wherein the rail-saver sleeve has a fixed end and an open end, and is attached to the proximal end portion of the strap segment at the fixed end, such that the rail-saver sleeve can extend over and substantially and reversibly enclose the strap segment when the strap segment is in its closed configuration. F5. The sports board fastening device of paragraph F2, wherein the rail-saver sleeve includes one or more drain holes. F6. The sports board fastening device of paragraph F2, wherein the rail-saver sleeve includes a stretch woven fabric. F7. The sports board fastening device of paragraph F2, wherein the rail-saver sleeve has a length that is approximately the same as a length of the strap segment when in its folded configuration. F8. The sports board fastening device of paragraph F2, wherein the sports board leash includes a cuff assembly connected to a first end portion of a cord, where the cuff assembly is configured to be coupled to a person's limb; and the proximal end portion of the strap segment is configured to be attached to a second end portion of the cord of the sports board leash. F9. The sports board fastening device of paragraph F2, wherein when the strap segment is in its unfolded configuration the strap segment can be threaded through a cord loop that can then be securely retained by folding the strap segment into its closed configuration and enclosing the strap segment by the rail-saver sleeve, such that the cord loop can be fastened to a leash plug on a sports board to attach the sports board to the sports board leash. F10. The sports board fastening device of paragraph F9, wherein the sports board fastening device can be released from an attached sports board by compressing the rail-saver sleeve around the proximal end portion of the strap segment, and opening the strap segment to release the cord loop. G1. A cuff assembly for a sports board leash, comprising:a central section that includes a precurved molded insert configured to connect to a cord of the sports board leash;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing, and the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's limb portion. G2. The cuff assembly of paragraph G1, wherein the first wing and the second wing are configured to fasten to each other by overlapping the first wing with the second wing, and the first wing is both wider and longer than the second wing. G3. The cuff assembly of paragraph G2, wherein an inner surface of the first wing includes an applied pattern of a frictional material. G4. The cuff assembly of paragraph G3, wherein the applied pattern of the frictional material includes a silicone polymer. G5. The cuff assembly of paragraph G2, wherein the first wing and second wing are configured to overlap and fasten to each other using a hook-and-loop closure. G6. The cuff assembly of paragraph G1, wherein each of the first wing and the second wing are widest at a middle of the wing, and each wing tapers toward an end of the wing, and narrows where the wing connects to the central section. G7. The cuff assembly of paragraph G1, wherein the precurved molded insert has an outline that is wider than it is tall. G8. The cuff assembly of paragraph G7, wherein the precurved molded insert has an outline that is a rounded rhombus, an ellipse, or an oblate ellipse. G9. The cuff assembly of paragraph G7, wherein an upper edge and a lower edge of the central section define convex curves that are shaped to accommodate the outline of the precurved molded insert. G10. The cuff assembly of paragraph G9, wherein the curving upper edge and curving lower edge are mirror-symmetrical. G11. The cuff assembly of paragraph G1, wherein the central section is precurved to complement a rear surface of a person's ankle, and the first wing and second wing are configured to wrap around the person's ankle to secure the cuff assembly to the ankle. G12. The cuff assembly of paragraph G1, wherein the precurved molded insert includes a molded horn that protrudes from an exterior surface of the central section and is configured to connect to the cord of the sports board leash. G13. The cuff assembly of paragraph G12, wherein the molded horn is configured to connect to the cord of the sports board leash via a cord coupling structure. H1. A cuff assembly for a sports board leash, comprising:a central section that includes a unitary molded insert that is precurved to complement a person's ankle, where the molded insert includes a horn that protrudes from an exterior surface of the central section and is configured to connect to a cord of the sports board leash;a first wing attached to a first side of the central section; anda second wing attached to a second side of the central section;wherein a maximum width of the central section is greater than a maximum width of either the first wing or the second wing, and the first wing and second wing are configured to overlap and fasten to each other to secure the cuff assembly around a person's limb portion. H2. The cuff assembly of paragraph H1, wherein both an upper and a lower edge of the cuff assembly are curvilinear. H3. The cuff assembly of paragraph H2, wherein both the first wind and the second wing are wider in a middle of the wing and tapered at both ends of the wing. Advantages, Features, and Benefits The different examples of sports board leash assemblies described herein provide numerous advantages over known solutions for retaining sports boards. For example, described leash assembly examples may provide improved comfort and/or fit around a user's limb; and/or may exhibit reduced fluidic drag; and/or may be more securely fastened to a board, and may be less likely to cause harmful wear or damage to a board in turbulent conditions. Conclusion The disclosure set forth above may encompass multiple distinct examples with independent utility. Although each of these has been disclosed in its preferred form(s), the specific examples thereof as disclosed and illustrated herein are not to be considered in a limiting sense, because numerous variations are possible. To the extent that section headings are used within this disclosure, such headings are for organizational purposes only. The subject matter of the disclosure includes all novel and nonobvious combinations and subcombinations of the various elements, features, functions, and/or properties disclosed herein. Other combinations and subcombinations of features, functions, elements, and/or properties may be claimed in applications claiming priority from this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure. | 38,401 |
11858601 | DETAILED DESCRIPTION With reference toFIGS.1and2, a system10for varying the use of a boat12, in particular a pontoon boat, is provided. The system10may include the boat12, which may include a pair of outer pontoons14(which may also be referred to as first and second pontoon floats) and, optionally, a center pontoon16(which may also be referred to as a third pontoon float) disposed laterally between the outer pontoons14. The system10may further include additional structure coupled to the boat12and the pontoons14,16thereof, as further described below. The outer pontoons14and the center pontoon16are specifically sized and arranged to direct the water flowing between the pontoons14,16downward rather than allowing the water to flow freely between the pontoons14,16and exiting the rear of the boat12. The pontoons may also be referred to as pontoon floats. The outer pontoons14may be considered as a pair, or as first and second outer pontoons14. For the purposes of discussion, the outer pontoons14may be referred to jointly as having the same features, or a single outer pontoon14may be described. It will be appreciated that a reference or discussion to a single outer pontoon14may apply equally to the other outer pontoon14unless otherwise noted. As described above, the pontoons14,16may also be referred to as pontoon floats. The pontoons14,16are hollow structures with an open space that is enclosed by the wall defining the pontoons14,16, thereby providing buoyancy. In one aspect, the pontoons are formed of sheet metal. The pontoons14are separate structures relative to the platform20, and are attached to the separate platform20via known attachment methods typical for pontoon boats. The center pontoon16may not be fully enclosed by its structure, but may be in the form of a U-shaped bent structure that is enclosed at the front and rear ends and bolted or otherwise fastened to the bottom of the platform20. The pontoon and platform arrangement of the boat12is distinguishable from hull-type boats, such as speedboats or the like. The outer pontoons14are spaced apart laterally and extend longitudinally relative to a longitudinal direction of the boat12, with the center pontoon16disposed laterally between the outer pontoons14. The boat12further includes a platform20supported by the pontoons14,16off the surface of the water along which the boat12travels in use, with the platform20being fixed to the pontoons14,16in a traditional manner known in the art, such as by welding, bolting, strapping, or the like. The platform20provides a structure for mounting additional boat structure, such as benches or other seating, storage compartments, boat controls, or the like that may be typically disposed on a recreational boat. The platform20includes an upper surface20aand a lower surface20b. The upper surface20ais typically the surface on which the passengers of the boat will sit or stand, and the lower surface20bfaces the water. The lower surface20band the pontoons14,16thereby define an open space22above the surface of the water that extends below the platform20and between the pontoons14,16when the boat12is floating on the water. As described above, the boat12may include the two outer pontoons14, where the pontoons14will be disposed generally laterally symmetrical relative to a longitudinal centerline of the boat12. Additionally, as described above, the boat12may include the center pontoon16disposed generally along the longitudinal centerline of the boat12. In this approach, a pair of open spaces22are disposed between the center pontoon16and the laterally outer pontoons14. The open spaces22may also be referred to as a channel or channels. As the boat12is traveling on the water, water is displaced by the pontoons14,16into the spaces22as well as downward below the pontoons14,16and laterally outward along the sides of the outer pontoons14. In a traditional pontoon boat, the water that travels within the spaces between the pontoons will simply exit the rear of the pontoon boat. However, the arrangement of the system10and the boat12as described herein creates a different path of the displaced water. With reference again to the outer pontoons14and the center pontoon16, and in particular their shape, the pontoons14,16are sized and arranged such that the lateral space between the outer pontoons14and the center pontoon16is substantially reduced at the rear of the boat12relative to a traditional pontoon boat. In particular, the widths of the pontoons14and16are increased, such that the space between the pontoons14,16is taken up by the additional width, as further described below. With reference toFIG.2, which illustrates the pontoons14and16from a top view looking down, the pontoons14,16flare outward in the rearward direction. The outer pontoons14each include a front end14aand a rear end14b. Similarly, the center pontoon16includes a front end16aand a rear end16b. At the front of the boat12, the space between the pontoons14and16is larger than the space between the pontoons14and16at the rear of the boat. Put another way, the lateral width of the pontoons14is greater at the rear end14bthan at the front end14a. Similarly, the lateral width of the center pontoon16is greater at the rear end16bthan at the front end16a. In one approach, shown inFIG.3, at the rear end of the boat12, the outer pontoons14are nearly touching the center pontoon16at an “intersection” point17. Accordingly, the water flowing between the pontoons cannot easily pass between the pontoons14,16and exit through the rear of the boat12. Rather, the water will be displaced downward below the intersection point17. Water may also be displaced above the intersection point17; however, as described in further detail below, a splash panel or deflector piece may be disposed between the outer pontoons14and the center pontoon16that substantially blocks the upwardly displaced water or splashing water, thereby forcing this water downward below the intersection point17. As described above and shown inFIGS.2,4, and5, the outer pontoons14have an increasing lateral width in the rearward direction. The outer pontoons14may therefore include a front section14cand a rear section14d. The front section14cmay have a generally cylindrical shape with a generally circular cross-section. The rear section14dmay have a modified non-circular cross-section, in which the width of the rear section is greater than the height of the rear section14d. The rear section14dmay also be considered a flattened section relative to the generally circular front section, and may be formed by beginning with a circular cross-section corresponding in size to the front section14c, with the cross-section compressed vertically to reduce the height of the rear section14dand increase the width. In one approach, the rear section14dmay have a generally non-circular ellipse shape, with a major axis extending laterally and a minor axis extending vertically. However, it will be appreciated that other non-circular shapes with a width greater than a height can also be used. As shown, the rear section14dof the outer pontoons14flares laterally outward on both sides of the pontoon14, such that the width increases toward the center pontoon16and the width also increases laterally outward away from the centerline of the boat12. However, in another approach, the width of the pontoon14may be increased toward the center pontoon16, and the laterally outermost surface may be generally aligned with the front section14c. As shown, the rear section14dflares outward on each side of the pontoon14at approximately the same amount. However, the rear section14dmay flare outward a greater amount toward the center pontoon16relative to the amount on the outer side of the pontoon14. The rear section14djoins with the front section14cat a transition therebetween. Accordingly, at the point of the transition, the cross-section of the rear section14dis essentially the same as the cross-section of the front section14c. The difference between the cross-section increases at distances further from the transition, such that the width of the rear section14dis greater at the rear end of the boat12than at a location near the transition between the front section14cand the rear section14d. Put another way, the rear section14dtapers out in the lateral direction and tapers down in the vertical direction. In one approach, the transition between the rear section14dand the front section14cis disposed at a point more than 50% away from the front of the boat. In one approach, the transition point may be between 60-70% of the length of the boat as measured from the front of the boat12. With regard to the center pontoon16, as shown inFIGS.2and6-8, the center pontoon16may also include a front section16cand a rear section16d, and may further include an intermediate section16edisposed longitudinally between the front section16cand the rear section16d. The center pontoon16may have a generally U-shaped cross section. The width of the cross-section of the center pontoon16increases in a rearward direction. The front section16cmay have a width that is generally constant along its length. The rear section16dmay have a width that increases in the rearward direction. The intermediate section16emay also have a width that increases along its length. The front section16cmay transition into the intermediate section16e, such that the width of the center pontoon16will begin to increase. The intermediate section16emay then transition into the rear section16d, where the width may then increase further. At the rear end of the rear section16d, the width of the center pontoon16may be such that it nearly intersects with the outer pontoons14, which also have increased widths, as described above. Accordingly, in view of the increasing widths of the outer pontoons14and center pontoon16, the space22between the pontoons14,16decreases in a rearward direction, due to the space being taken up from the widths that increase and encroach into the spaces22, as shown inFIG.2. The encroachment of the pontoons14,16into the spaces22thereby provides a blocking structure that blocks water flowing in the spaces22from exiting the rear of the boat12, thereby forcing the water further downward. With reference toFIG.9, the combined widths of the outer pontoons14and the center pontoon16combine to define a segmented transom130. The segmented transom130is discontinuous across the width of the boat12, with small spaces defined laterally between the center pontoon16and the outer pontoons14. However, from a water displacement standpoint, the combined transom may provide similar benefits as a continuous transom. Additionally, the curved shape of the bottom surfaces of the outer pontoons14and the center pontoon16combines to define a track channel23below the intersection points17. The combined bottom surface of the segmented transom130is not flat, due to the rounded bottom surfaces of the pontoons14,16. Accordingly, curved triangular cross-sections are defined laterally between the pontoons14,16and below the intersection point17. As described above, water travels through the spaces22between the pontoons14,16and is displaced downward. The water will also flow through space of the track channels23, effectively providing a track of water on which the pontoons14,16are supported, providing additional control of the boat12. With reference toFIGS.10and11, in addition to the increased width of the pontoons14,16, the outer pontoons14may further include an inclined surface portion140disposed on the bottom of the rear section14d. The inclined surface portion140may be defined as a “slice” off of the cross-sectional shape of the rear section14d. Put another way, the inclined surface portion140may be defined by a plane that intersects the cross-section of the rear section14d, such that a portion of the rear section14dis removed, with the inclined surface portion140filling in the removed section, leaving the inclined surface140to intersect the remaining the portion of the rear section14d. The inclined surface may be curved in the longitudinal direction (as shown inFIG.10) and, optionally, in the lateral direction, such that it forms a convex curvature facing downward. Accordingly, the inclined surface140may not be planar, in one aspect when it is curved, or it may be generally planar The inclined surface140is oriented at an incline relative to the longitudinal direction of the outer pontoon14. The inclined surface140therefore has a rear edge140athat is disposed above a front edge140bof the inclined surface140. Due to the inclined orientation of the inclined surface140relative to the rear section14dof the outer pontoon14, the width of the inclined surface140at its rear is greater than the width of the inclined surface140at its front. The inclined surface140therefore may have a generally trapezoidal profile, resembling for example a spatula blade. Put another way, the longitudinally forward edge140bof the inclined lower portion has a first laterally extending length and the longitudinally trailing edge140ahas a second laterally extending length, and the second laterally extending length is greater than first laterally extending length. As shown inFIG.9, the inclined surface140may also be inclined in the lateral direction, such that a laterally outer edge140cof the inclined surface140is above the laterally inner edge140d. At the rear edge of the inclined surface140, the angle of inclination in the lateral direction may be about 7-8 degrees. Due to the inclined surface140being defined by a removed portion of the rear section14d, the inclined surface140thereby defines the bottom rear edge of the outer pontoon140. Accordingly, when the inclined surface140is inclined laterally, the bottom rear edge of the outer pontoon14is likewise inclined laterally. The inclined surface140faces generally downward, and defines a portion of the overall bottom surface of the outer pontoon14. Accordingly, during operation of the boat12, water flows past the inclined surface140and is displaced by the inclined surface140. When the inclined surface140is inclined laterally, the inclined surface140faces laterally outward in addition to facing downward. Thus, water being displaced by the outer pontoons14may be directed laterally outward in addition to being displaced laterally downward. In the rearward direction of the boat12, the inclined surface140inclines upward, as shown inFIG.10. Accordingly, while water is displaced downward due to the placement of the pontoon14into the water, the water may also be directed along the upwardly inclined direction of the inclined surface140. Accordingly, at high speeds, the water flowing along the bottom of the outer pontoons14may be displaced laterally outward, and drag may be reduced by allowing the water to flow along the upward inclination of the inclined surface140. In the case of the inclined surface being inclined in the longitudinal direction but being generally flat in the lateral direction, the water flowing along the inclined will not be displaced laterally outward as much as when the inclined surface140is inclined laterally. However, it will be appreciated that there is still some lateral displacement that occurs. The inclined surface140, in one aspect, includes a downward facing convex curvature in the fore-and-aft direction. Put another way, when viewed from the side, as inFIG.10, the inclined surface has a curved profile. Thus, the laterally outer edge140cof the inclined surface140, such as where the inclined surface140intersects with the curved outer surface of the pontoon14, has a curvature that curves upward toward the rear of the pontoon14. The convex curvature of the inclined surface140need not be substantial. The curvature operates to create a “coanda effect” in which a fluid will tend to adhere to the surface against which it flows, similar to the top of an airfoil. In the case of the inclined surface140facing downward, the coanda effect causes the water flowing along the inclined surface140to track along the surface and be projected in an upward direction as it flow past the rear of the pontoon14. The curvature of the inclined surface140also operates to create a downforce on the pontoon14, which aids in displacing the water below the pontoon14. The inclined surface140may also include a downward facing convex curvature in the lateral direction. In this approach, when viewed from the rear, the edge of the inclined surface140may appear curved. However, in another approach, the inclined surface140may be generally flat in the lateral direction, such that when viewed from the rear, such as the view shown inFIG.9, the inclined surface appears flat. As shown inFIGS.1,12, and13in addition to the pontoons14,16, the system10further includes actuatable wake panels150. The wake panels150, similar to the outer pontoons14, may be arranged in a pair that are generally symmetrical across the centerline of the boat. The wake panels150may include a first wake panel and a second wake panel, with the first wake panel150being coupled to the first outer pontoon14, and the second wake panel150being attached to the second outer pontoon14. For the purposes of discussion, the wake panels150may be discussed as a pair or individually, and it will be appreciated that reference to the structure and functionality of a single wake panel will apply to the other wake panel, unless otherwise noted. However, the wake panels150are independently actuatable, so it shall not be assumed that the actuated position of a single wake panel necessarily implies the same actuation of the other wake panel. The wake panels150are coupled to the rear ends of the outer pontoons14. The wake panels150may be attached to the outer pontoons150via a pivotable hinge structure152, allowing the wake panels150to pivot upward and downward relative to the fixed shape of the outer pontoons14. The pivot axis of the hinge structure152is preferably aligned with the rear edge defined by the inclined surface140. Accordingly, when the inclined surface140is inclined laterally, the pivot axis of the hinge structure152is also inclined laterally. The wake panels150essentially extend rearward from the rear edge of the inclined surface140and the outer pontoon14. The wake panels150may have various positions depending on the degree to which they are actuated relative to the outer pontoons14. In one approach, the wake panels150may have a retracted position, where the wake panel150is oriented at an angle that is approximately the same as the angle of inclination of the inclined surface140, as shown in phantom line inFIG.12. Accordingly, the wake panels150may operate as an extension of the surface of the inclined surface140. The wake panels150may further include a deployed position, as shown in solid line inFIG.12, in which the wake panels150are inclined downward relative to the inclined surface140, such that the wake panels150would project downwardly into the water, increasing an amount of downward displacement of water that impacts the wake panels150in the deployed position. It will be appreciated that the downward angle of inclination shown inFIG.12is exemplary, and that the angle of inclination may be varied to suit the needs of the user and to tailor the resulting wake profile of the user. Regardless, in the deployed position, the wake panels150are deployed down and into contact with the water to produce a desired wake profile. The wake panels150may be actuated by an actuator mechanism154, which may be a linear actuator. The actuator mechanism154may be attached to a middle portion of the upper surface of the wake panel150, such that extension of the actuator mechanism154will force the wake panel150downward, and retraction of the actuator mechanism154will retract the wake panel150upward. The actuator mechanism154may also be in the form of a linkage that may move between two predetermined positions, namely the retracted position and the deployed position, with a supplemental actuator mechanism that moves the linkages of the linkage mechanism relative to each other. In the case of a linear actuator, the actuator mechanism154may be sized and configured to resist loads exerted on the wake panel150, in particular when the wake panels150are in the deployed position and water is impacting the wake panels150. In the case of a linkage mechanism, the linkages may resist the majority of the loading on the linkage mechanism, with the supplemental actuator receiving reduced loads. With reference toFIGS.12and13, the wake panels150may have a generally planar shape, and may include a front portion150aand a rear portion150b. The front portion150amay be planar, and the rear portion150bmay be planar, with the rear portion150binclined downward relative to the front portion150a. The rear portion150bmay be substantially smaller relative to the front portion150a, such that the length of the front portion150ais greater than the length of the rear portion150b. The wake panels150may further include a trailing edge150c. The edge of the wake panel150may be curved along both the front portion150aand the rear portion150b. The wake panels150may include a laterally outer edge150e(or outboard lateral edge) and a laterally inner edge150d(or inboard lateral edge). The trailing edge150cis longitudinally spaced from the hinge axis of the wake panel150. In one aspect, outboard edge150eis relatively longer than the inboard edge150d. With the outer edge150ebeing longer than the inner edge150d, the trailing edge150cmay therefore be angled relative to the leading edge and/or hinge axis of the wake panel150. The angle of the trailing edges150cof each wake panel150are each directed forward and toward the center of the boat, such that they may be considered opposite each other or mirrors of each other relative to the center of the boat12. The downwardly bent rear portion150bof the wake panel150may be generally planar, similar to the major front portion150a. The bent portion150bis adjacent the trailing edge150c. As shown, the curvature of the outer edge150etransitions into trailing edge150c. The curvature of the outer edge150eextends along both the front portion150aand the bent rear portion150b. The outer edge150emay be curved along a substantial portion of its length. The inner edge150dmay also be curved along at least a portion of its length. The inner edge150dmay be curved along a portion of its length that is less than that of the outer edge150e. The curved portions of the outer edge150eand inner edge150doperates to reduce drag and also assists in shaping the wake profile. The water being displaced by the wake panel150when it is deployed is allowed to curl back around the edges of the wake panel150. As described above, the wake panels150are actuatable between a retracted position, in which the wake panels150are raised, and a deployed position, in which the wake panels150are disposed downward into the water and at an inclination relative to the inclined surface140of the outer pontoons14. When the boat12is desired to travel at high speeds, the wake panels150are preferably arranged in the retracted position to reduce drag. When the boat12is desired to travel at a slower speed and to produce a wake profile for wake boarding or the like, the wake panels150may be positioned in the deployed position. With the wake panels150disposed in the deployed position, the water impacting the wake panels150will be displaced downward by the wake panels150, forcing the water downward. In response, the water will flow back upward after passing beyond the wake panels150, and the upward flow of the water after being displaced downward by the wake panels150will produce an improved wake profile that is surfable by a wake boarder or the like. In one approach, the wake panels150may be actuated separately, such that the first wake panel150may be in the deployed position and the second wake panel150may be in the retracted position. In this arrangement, the wake profile may be increased at the side of the first wake panel, while the wake profile at the side of the second wake panel is smaller. Similarly, the second wake panel150may be disposed in the deployed position, and the first wake panel150may be disposed in the retracted position, resulting in wake profile that is higher on the side of the second wake panel150. The wake panels150may also be independently actuatable at different degrees, such that one or both of the wake panels150may be disposed at an intermediate position between the previously described retracted position and deployed position, depending on the degree of actuation of the actuation mechanism154. Similarly, the wake panels150may be retracted further than the previously described retracted position, in which the wake panels150are oriented upward relative to the inclined surface140. Thus, in view of the above, the wake panels150may be controlled and actuated to the desirable position depending on the desired use of the boat12. The boat12may therefore be operated in wake-profile producing mode when one or more wake panels150are deployed, or may be operated in a traditional non-wake-profile producing mode, in which the boat12may be operated at high speeds with reduced wake. The combination of the limited spacing between the pontoons14,16and the wake panels150therefore combine to displace additional water downward relative to a traditional pontoon boat12, such that the boat12may also be used as a wake boat. As described above, the water traveling between the pontoons14,16is substantially blocked from exiting the rear of the boat12, and therefore is displaced downward, which results in an increased wake profile. However, as described previously, some water traveling between the pontoons14,16may tend to be urged upward and over the intersection point17between the pontoons14,16. This water may tend to exit the space22between the pontoons14,16, thereby reducing the amount of water that is displaced downward. With reference toFIGS.2and10, to counteract the water that may exit above the intersection point, the system10may further include splash panels155disposed between the pontoons14,16. The splash panels155may operate to block the water that would otherwise exit above the intersection point17. The splash panels155may also be referred to as deflector plates. The splash panels155may have a generally triangular shape, and may be generally planar. The shape of the splash panels155preferably corresponds to the shape of the space between the pontoons14,16in the area just forward of the intersection point. Accordingly, the outward flared shape of the outer pontoons14and the center pontoon16at the rear of the boat results in the shape of the space having a generally triangular shape, as shown inFIG.1, and the shape of the splash panels155can thereby be triangular. The splash panels155may be symmetrically arranged relative to the centerline of the boat12when the pontoons14,16are also symmetrically arranged. In an approach where the pontoons14are not symmetrically shaped, the splash panels155may have a non-symmetrical shape, corresponding to the shape of the space defined between the pontoons14,16. For the purposes of discussion, the symmetrical arrangement will be described. As shown inFIG.10, the splash panels155may be arranged at an inclination relative to the platform20of the boat12. The splash panels155may be arranged such that the splash panels160are inclined downward in a rearward direction. Put another way, a rear end of the splash panel is disposed below a front end of the splash panel155. The front end of the splash panel155is wider than the rear end of the splash panel160. In one approach, the rear end of the splash panel may be in the form of a point or other convergence. The lateral sides of the splash panel155are closer together at the rear relative to the front. The splash panel155has a tapered shape that tapers down in the rearward direction. The splash panel155is disposed above the intersection point17between the pontoons14,16, and is not intended to be submerged below the surface of the water in normal operating conditions. Rather, water that is being channeled through the space22between the pontoons14,16may be displaced upward or splashed upward during operation. This water may therefore come into contact with the splash panel160, which will divert the water downward and below the intersection point. The splash panels155are preferably fixed in place relative to the pontoons14,16and the platform20. Put another way, the splash panels155are not actuated between different positions. Because the splash panels155are not disposed below the surface of the water, there is no need to retract the splash panels155toward the platform20or away from the water during different operating conditions. Rather, the splash panels155may remain in the same position during a wake-producing condition or a high speed condition. With reference now toFIGS.14and15, in another aspect, an alternative wake panel160may be used. The wake panel160is attached and operated similarly to the wake panel150, and may be applicable to each of the Figures illustrating wake panel150. The wake panel160differs from the wake panel150in that it is generally flat and does not include a bent trailing portion. Instead, the wake panel160may include a trailing inclined foil member162. The foil member162extends downward and forward, such that water flowing past the wake panel160will impact the leading face of the foil member162and be directed upward. Accordingly, the foil member162will provide additional downforce, while also operating to shape the wake by directing the water upward along the inclined surface of the foil member162. The foil member162is spaced away from the trailing edge of the wake panel160, allowing water to flow over the forward face of the foil member between the trailing edge of the wake panel160and the leading edge of the foil member162. While the foil member162is spaced away from the wake panel160, the foil member162may be attached to the wake panel by a plurality of laterally spaced gussets164. The gussets164may be oriented such that water flowing past them will not be substantially affected. Put another way, the flat shaped body of the gussets164may extend generally perpendicular from the surfaces of the wake panel160and the foil member162. The gussets164may be in the form of a single fixed piece, or they may be in a two-piece arrangement with a hinge or pivot mechanism disposed in the middle, allowing the angle of the foil member164to be adjustable relative to the wake panel160. Thus, the angle of the foil member162may be set to an angle/orientation to specifically tailor the shape of the wake that is produced to accommodate different users or different desired wake types. The shapes of the pontoons14,16were described above. It will be appreciated that variations in the shape of the pontoon14,16may be possible without substantially affecting the functionality described above. The pontoons14,16may be generally hollow, thereby providing buoyancy when disposed in the water and allowing the boat12to float. The pontoons14,16may have additional shape characteristics, such as the leading edge of the pontoon may be tapered to decrease resistance when the boat12is being propelled through the water. The pontoons14,16may further include additional rail structure or splash guards that are typically used with traditional pontoon boats. Traditional pontoon boats are designed to produce reduced resistance in the water such that the pontoons14,16will float high on the surface of the water, thereby displacing a smaller or minimal amount of water. As passengers are added to the pontoon boat, the weight thereby increases, displacing an additional amount of water. Increasing the water displacement will increase the wake produced by the pontoon boat. However, the wake produced by a traditional pontoon boat is typically very unorganized and turbulent around the pontoons. During operation of the traditional pontoon boat, a non-organized wake is produced within the channel between the pontoons as well as behind the pontoons. Typically, it is desirable to reduce water displacement, drag, and wake produced by a pontoon boat, such that the boat may be more energy efficient and require less power to propel the boat through the water. In the present improved system10, wake and drag may be desirable in select operating conditions, and the system10will therefore produce an increased amount of water displacement, wake, and drag, which is the opposite of a traditional pontoon boat. However, the system10also allows for the boat12to produce reduced displacement and drag when the wake panels150are in the retracted position, similar to a traditional pontoon boat. In the present improved system10, the system10operates to control and organize the wake produced by the pontoon boat12, and in particular the wake produced between the pontoons18. In the retracted position of the wake panels150, the boat12may operate in a manner resembling a traditional pontoon boat. In the deployed position, the wake panels150will make contact with the water, thereby displacing and directing an additional volume of water relative to a traditional pontoon boat that is not otherwise displaced. For the purposes of the discussion, the deployed position will be understood to mean the desired, optimum, or target position for enhancing the wake profile characteristic. It will be understood that other positions relative to the second position, including intermediate positions or positions further downward from the second position, may also be used that enhance the wake pattern relative to the retracted position. When the wake panel150is in the deployed position, the wake panel150will extend downward into the water and will direct the previously unorganized and turbulent water flow behind the pontoons14in a controlled manner, organizing the water flow and directing it downward and rearward along the wake panel150, where the flow may then pass beyond the rear end of the wake panel150and return upward to produce the increased wake profile. Thus, the wake panels150operate to displace an additional amount of water relative to a traditional pontoon boat, which creates additional drag on the boat12. By disposing the wake panels150into the water, and displacing and directing more water, the wake panels150thereby create additional surface area that contacts the water, similar to other boat types that displace water over a greater surface area than a traditional pontoon boat. The increase of surface area is desirable for creating an enhanced wake pattern behind the boat12. As described previously, the wake panels150may be individually controlled and actuated, meaning that the wake panels150may be at different angles relative to each other for producing the desired wake characteristic. In addition to wake panels150, there are other manners of increasing the surface area in contact with the water to provide an enhanced wake pattern. For example, ballast may be added to the boat12in different ways, thereby increasing the weight of the boat12and increasing the amount that the pontoons14,16extend into the water. When extended downward, the wake panels150contact the water and force the water downward in accordance with the angle of the wake panels150. However, the water also provides an upward reaction force on the wake panels150. Accordingly, in order to increase the amount of water displacement caused by the wake panels150, it may be desirable to provide additional downward force on the boat12. The additional downforce on the boat12may be provided by ballast, in one approach. The downforce contributes to the displacement of the water and counteracts the reaction force of the water that tends to urge the boat upward out of the water. As previously mentioned, the system10may include ballast mechanisms50disposed at various locations of the boat12to selectively increase the weight at specific locations of the boat12in order to increase water displacement, as desired. Ballast may be in the form of soft bags or hard tanks that may be filled with ballast material as desired. The ballast mechanism50may be disposed internally within the pontoons14,16, with an access panel or the like provided in the top of the pontoon14,16to add or remove ballast material from the ballast mechanism50. Alternatively, the ballast mechanism50may be disposed at an external location relative to the pontoon14,16. For example, the ballast mechanism may be disposed on an inboard or outboard surface of the pontoon14,16, preferably at a location above the expected water level to prevent undesirable drag. The ballast mechanism50may be disposed below the platform20, or the ballast mechanism50may be disposed above the platform20. The ballast mechanism50may be disposed at different locations on the boat12. For example, the ballast mechanism50may be disposed at both rear and middle locations of the boat12and on both lateral sides of the boat12. Typically, the ballast mechanism50may not be disposed near the front of the boat12. The degree or amount of ballast material used in the ballast mechanism50, and at which location on the boat12, may depend on the particular boat size and expected use conditions. Accordingly, the ballast mechanisms50may be used to specifically tailor the boat12for ideal usage conditions depending on the needs of the user. In one case, it may be desirable for no ballast to be used, while in another, it may be desirable for ballast to be used at both front and rear locations and on both sides. In another case, ballast may only be desirable on one side of the boat12. It will be appreciated that various combinations of amount and location of ballast may be used. The location and amount of ballast may depend on the number of expected passengers, or the side of the wake profile where the wake surfer or wake boarder prefers to perform. The use of the ballast50may in some cases be sufficient to provide the necessary downforce to counteract the upward reaction on the wake panels150. Many of the above-described components of the system10include the ability to be actuated by an associated actuation mechanism. The system10may include a controller60(FIGS.1A and2A) including a computing device and associated hardware and software for controlling the above-described actuatable components. The controller60may be disposed on the boat12where access by the operator during operation of the boat12is possible, such as near the traditional boat controls or integrated into the boat control system. The controller60may communicate with the actuators to position the components in a desired position, and may receive feedback from the components or the associated actuators to control the position of the components. The boat12may include at least two operating conditions that may be controlled by the controller60. In the high speed operating condition, the controller60may prevent actuation of the wake panels150into the deployed position, or the controller60may retracted the wake panels150from the deployed position. When the wake panels150are deployed, the controller60may prevent the boat from traveling above a predetermined speed. Alternatively, when the boat reaches a predetermined speed, the controller60may automatically retract the wake panels150from their deployed position. The controller60may be configured to store different operating conditions for different users, such as a desired angle of inclination of the wake panels150to produce the desired wake profile. The controller60may also be configured to detect the amount of weight on the boat and the amount of displacement due to the weight on the boat12, and the controller60may control the amount that the wake panels150are actuated when in the deployed position. it will be appreciated that various other control aspects may be utilized by the controller60. The motor and propeller used for propelling the boat12may be a traditional motor and propeller commonly used for pontoon boats12or other boat types, such as inboard drives or outboard drives with a rear mounted propeller, or an inboard/outboard (stern) drive may be used. The propeller on an outboard or inboard/outboard drive may be pivoted up out of the water when not in use. In one aspect, shown inFIGS.2and12, an inboard/outboard drive70may be used with a front mounted propeller. In this approach, the front-mounted propeller when in use may be disposed below the water level and directed in a forward and downward direction. Thus, the propeller itself may provide a substantial degree of downforce at the rear of the boat12. The above described system10has been described in reference to a pontoon boat12having outer pontoons14and the center pontoon16. In another approach, the center pontoon16may be excluded, with the outer pontoons14operating to the support the platform20. In this approach, a flow diverter216may be used in place of the center pontoon16to take up a similar degree of lateral space at the rear of the boat12and that may operate to block the water and force the water downward along with the outer pontoons14, as described above. The above-described system10has been described as including the wake panels150for producing an enhanced wake profile. However, the system10may also be provided without the wake panels150, and the inclined surface140and flared pontoons14,16may still combine to provide an improved wake profile relative to a traditional pontoon boat. The inclined surface140provides for improved water displacement, whether or not the surface is inclined laterally in additional to being inclined longitudinally. The downward displacement of water at the rear of the boat12, even without the wake panels150actuated or provided, may still provide an improved wake profile at low speeds due to the additional downward displacement of water relative to traditional pontoon boats. In another aspect, the system10may include an alternative wake panel arrangement, shown inFIGS.16-20. The boat12may include the same variety of features of aspects described above, other than the wake panels150. For example, the pontoons14,16and inclined surface140formed on the pontoons14,16may be used. The forward drive70may also be used. The ballast50and control system60may be used. It will be appreciated that other aspects that do not conflict with the alternative wake panel arrangement shown inFIGS.16-20may be used, even if not specifically mentioned. The alternative wake panel arrangement includes a deployable wake panel250that is arranged for sliding translational movement relative to the pontoons14,16. In one aspect, each pontoon14,16includes an associated wake panel250. Wake panel250is shown inFIG.16on the starboard side of the pontoon boat12and associated with the starboard pontoon14. Unless otherwise noted, the wake panel250on the port side is symmetrical to the wake panel250on the starboard side. For discussion purposes, the illustrated starboard wake panel250will be referenced. As shown in the side view ofFIG.16, the wake panel250is generally arranged at an incline relative to the longitudinal direction or travel direction of the boat12(for example the horizontal plane defined generally by the deck that is supported by the pontoons14). In one aspect, as shown from the side, the panel250extends at an acute angle (in the upward direction) relative to a vertical plane extending vertically from the bottom edge of the panel250. A lowermost edge of the wake panel250is disposed forward relative to an uppermost edge. The rear end of the pontoon14may extend at a similar angle (upper edge of pontoon14being behind the lower edge of the pontoon14at its rear facing surface), such that the wake panel250and the rear surface face of the pontoon14are generally parallel, with being inclined. In this arrangement, the wake panel250may be inclined at approximately a 22 degree forward angle relative to vertical. Put another way, in the side view ofFIG.16, the extends downward and forward from the upper end of the panel250, and extends upward and rearward from the lower end of the panel250. The wake panel250therefore has an alignment plane disposed at a downward and forward angle. The wake panel250is configured to travel along the alignment plane. In one aspect, the wake panel250is arranged to slide along the alignment plane. Accordingly, the wake panel250may move or translate along the alignment plane from a stowed and/or retracted position to a deployed and/or extended. The wake panel250may be arranged for reciprocal movement along the alignment plane. For purposes of discussion, the wake panel250may be described as translating or sliding. The wake panel250is supported off the stern end of one of the pontoons14,16. In one aspect, one or mounting rails252is fixed to the stern end of the pontoon14, via welding or the like, such that the mounting rails project outwardly from the surface of the stern end of the pontoon14normal to the surface of the stern end of the pontoon14. Thus, the mounting rails252may create a surface that is generally parallel to the surface of the stern end of the pontoon14, and the wake panel250may slide along the surface defined by the mounting rails250. When the wake panel250is in the stowed position, the wake panel250is out of or substantially out of the water when the boat12is traveling along the water. In some cases, even in the stowed position, the wake panel250may be in contact with the surface of the water a nominal amount, depending on the overall weight of the boat12, traveling speed of the boat12, and the like. In one aspect, in the stowed position, the lowermost edge of the wake panel250is disposed below the lowermost edge of the stern end of the pontoon14. In another aspect, the lowermost edge of the wake panel250may be disposed above the lowermost edge of the stern end of the pontoon14. It will be appreciated that these relative positions are measured with the longitudinal axis of the pontoon extending in the direction of travel and being arranged generally horizontal. In the deployed position, which is a downwardly deployed position relative to the stowed position, the wake panel250is substantially disposed below the surface of the water when the boat12is being propelled. Put another way, a lower portion of the wake panel250is engaged with the water while the boat is being propelled. When in the deployed position, the wake panel250will substantially alter the size and/or shape of the trailing wakes. When deployed, the wake panel250maintains its orientation along its alignment plane, such that the lower portion is disposed forward relative to the upper portion. As a result, while the boat is traveling along the water, the water that passes along the bottom surface of the pontoon14and flows along the bottom surface of the pontoon14will substantially impact and be “blocked” and “trapped” along its rearward flow path by the wake panel250. Thus, the wake panel250interrupts the flow of water and can operate to effectively cancel a portion of the wake on the side of the boat12where the wake panel250is deployed. More particularly, wake panel250, when deployed, interrupts the cross-over effect of the wake that would otherwise cross over and interfere with the desired development of the opposite side surfable wake. This cancelling effect is effective over a short distance, mainly the prime surfable zone (e.g. 20-20 feet back from the boat12according to one aspect). Beyond the prime surfable zone, both sides of the boat12create secondary and tertiary wakes that roll with the boat12and may be of a size that is surfable. Thus, the wake profile250on the opposite side may be enhanced because the “canceled” side allows the non-cancelled side to fully develop a primary surfable wake, along with the possible further secondary and tertiary surfable wakes on one or both sides. On the non-deployed side of the boat12, the inclined surfaces140creates the improvied surfable wake as previous described. Thus, it is the combination of the inclined surfaces140and the selective deployment of the wake panels250that can enhance the wake beyond the enhancement provided by the inclined surfaces140. it will be appreciated that improved wake patterns relative to a traditional pontoon boat are possible using only the inclined surfaces140and without the wake panels250deployed, and an enhanced wake profile may also be created via the wake panels250used on traditional pontoons without the inclined surfaces140. In any case, it will be appreciated that some type of wake will still be generated by the boat12even when a wake panel250is deployed, and that reference to the enhanced wake is relative to the wake that would be created without deployment of the wake panel250. As described above, the wake panel250is downwardly deployed in a sliding manner according to an aspect of the disclosure. In one aspect, the wake panel250slides along a set of bolts or posts254that are fixed to the stern end of the pontoon14. More particularly, the posts254may project outwardly from the mounting rails252. In one aspect, a plurality of posts254may be arranged to create a track along which the wake panel250may travel. In one aspect, a pair of posts may be disposed generally vertically along the mounting rails, with one post254disposed on or fixed in place to each mounting rails252. A second pair of posts may be offset laterally from the first pair of posts252, with the second pair of posts254attached to the mounting rails252in a similar manner. Thus, in this arrangement, four posts are arranged to create two rails that are lateral offset relative to each other and define the path of travel for the wake panel250. As shown, the rails254are effectively vertically aligned. However, they may also be aligned at an angle in the lateral direction to create a direction of travel of the wake panel250that is tilted or canted laterally inward or outward. To travel along the posts254, the wake panel250may include a pair of slots256defined in the wake panel250. The slots256are generally parallel to each other and receive the posts254. It will be appreciated that the number of slots256may generally correspond to the number of laterally spaced posts254that are disposed at the stern end of the pontoon14. For example, as shown, there are two pairs of posts254and two slots256. However, in another aspect, there could be three pairs of posts254and three slots256. Typically, there are at least as many slots as there are groups of posts254. For example, if there are two groups of posts254, there could be two, three, or more slots256, with some of the slots256going unused. It will be appreciated that while groups or pairs of posts254are described, in another aspect there a single post254may be disposed at a given lateral location, and an associated slot256may slide along the single post254. When the wake panel250is disposed in its stowed position, the posts254are generally arranged at a bottom end of the slot256. In one aspect, the posts254may contact the bottom end of the slot256, such that the bottom end acts a stop against upward travel of the wake panel250. However, the stopping position of the wake panel250may be controlled by the travel of the associated actuator or other control mechanism. When the wake panel250is translated or slides toward the deployed position, the slots256travel relative to the posts254, such that the posts254become disposed closer to the upper end of the slots256. The upper ends of the slots256may act as a stop for the amount of travel of the wake panel250. Alternatively, the amount of deployment and the stopping position256may be limited or controlled by the actuator or other control mechanism. The direction of sliding of the wake plates may be generally vertical, or it may be tilted, as described above, based on the direction of the posts254that the slots256slide along. As described previously, the inclined surface portion140(or flat bottom surface portion) of the pontoons may be tilted outward, such that n tilted plane of the inclined surface portion140is defined. The slots256and the posts254may be arranged and aligned such that the wake panel250slides in a direction that is generally perpendicular to the tilted plane of the inclined surface. For example, when viewed from the rear as shown inFIGS.21and22, on the starboard side the slots256and posts254would be aligned to extend down and to the right, perpendicular or normal to the face of the inclined surface portion140. when the inclined surface140is canted or tilted as shown and facing downward and laterally outward. Thus, in addition to moving the wake panel250downward when it is deployed, the wake panel250also moves slightly outward relative to its stowed position when the direction of travel is tilted or canted in this manner. In one aspect, the slots256are generally parallel to the outboard and inboard sides of the wake panel250, and the upper edge and lower edge of the wake panel250are generally perpendicular to the slots256. Thus, when mounted and supported on the pontoon14, the lower edge of the wake panel may be aligned with the tilted plane of the inclined surface140. In alternative aspect, the wake panel250may simply move vertically with respect to the horizontal deck of the boat12, rather than canted or tilted, such that the sliding movement is in a direction that is at an angle relative to the laterally inclined plane of the inclined surface140(when the inclined surface140is tilted in the lateral direction with its face facing downward and outward). However, as shown, the direction of travel is inclined downward and laterally outward, when moving from the stowed position to the deployed position. The wake panel250is illustrated as having a plurality of bent edge portions, however, the wake panel250may also be generally planar or flat at various edges relative to its body. For purposes of the discussion, the illustrated bent portions will be described. The wake panel250may include a body portion260, which covers the majority of surface area defined by the wake panel250. The body portion260may be generally planar, and may include the slots256. The body portion260is the portion of the wake panel250that generally defines the alignment plane of the wake panel250. The body portion260may transition into the illustrated edges portions surrounding the body portion260. The edge portions may be in the form of flanges extending from the body portion260. As shown, the corners of the body portion260may be without bent portions, such that each bent portion or flange is separated from adjacent edge portions. In one aspect, the wake panel may include a bottom edge portion262that is bent relative to the body portion260. The bottom edge portion262extends rearwardly relative to the body portion260. The bottom edge portion262may be disposed at an obtuse angle relative to the body portion250. In one aspect, the bottom edge portion262may be disposed at an angle of about 135 degrees relative to the body portion260. The bottom edge portion262may include a curved edge or curved profile, as shown inFIG.20, such that laterally inboard and outboard portions of the bottom edge portion extend a smaller distance from the body portion relative to a middle portion. When the wake panel250is disposed in a downwardly deployed positon, water that impacts the wake panel may flow and curl around the bottom edge portion. When the wake panel250is deployed in the water, the bottommost edge of the bottom edge portion262is disposed rearwardly relative to the bend point between the body portion260and the bottom edge portion262. When the wake panel250is in its stowed position, it is possible in some aspects that the bottom edge portion262may be disposed in the water slightly when the boat12is traveling along the surface of the water. The rearward orientation of the bottom edge portion262relative to the body portion allows the water to generally flow without being substantially impeded by the slight engagement with the water flowing along the bottom of the pontoon14. In one aspect, the wake panel250may include an outboard edge portion264, which is on the right side of the Figure for the illustrated starboard-side wake panel250. The port side wake panel250would have the outboard edge on the left side. As shown inFIG.20, the outboard edge portion264may be disposed at an obtuse angle of about 120 degrees relative to the body portion260. Thus, water flowing along the side of the pontoon14may be directed outwardly. Water splashing along the side of the pontoon14may likewise be directed outwardly by the outboard edge portion264. The outboard edge portion264may be described as being at an obtuse angle relative to the body portion260that is less than the obtuse angle of the bottom edge portion262relative to the body portion260. In one aspect, the wake panel250may include an inboard edge portion266bent and extending rearward relative to the body portion260. InFIG.20, the inboard edge portion266is shown on the left side for the illustrated starboard wake panel250. It will be appreciated that the inboard edge portion266would be on the right side of the port wake panel250. In one aspect, the inboard edge portion266is bent relative to the body portion260at an angle of about 90 degrees, or generally perpendicular to the plane of the body portion. In one aspect, the inboard edge portion could be bent at a slight acute angle relative to the body portion260, or at a slight obtuse angle relative to the body. When disposed in the water, the inboard edge portion266, similar to the other edge portions, allows water that flows toward and impacts the wake panel250to flow and curl around the side of the wake panel250as the boat12is traveling along the surface of the water. It will be appreciated that the inboard edge portion266may not be exposed to as much water as the outboard edge, in particular when in the stowed position, due to the inboard edge portion being located behind the inboard side of the pontoon14, in contrast to the outboard edge portion264which may encounter more splash and water flow that is present on the outboard side of the pontoon14. In one aspect, the wake panel250may include an upper edge portion268that is bent and extends forward relative to the body portion260of the wake panel250. The upper edge portion268may be bent at approximately a 90 degree angle relative to the body portion. The upper edge portion268provides additional rigidity and stiffness to the panel, and may also operate as a stop member when the wake panel250is moved to the deployed position. In such an instance, the upper edge portion268may contact an upper surface of one of the mounting rails252, thereby limiting further downward movement of the wake panel250. However, as described previously, the amount of travel may be controlled by the actuator and/or control system, such that the wake panel250is stopped prior to contact between the upper edge portion268and the mounting rail252. Moreover, with the upper edge portion268extending forward relative to the body portion260, the upper edge portion268may be disposed out of the area of the actuator, which extends downward along the wake panel250for actuating the wake panel250. Each of the bent edge portions262-268provides rigidity and stiffness to the wake panel250, defining a general “L-shape” cross section at the edges of the panel250, with the shape of the “L” depending on the relative angle between the body portion260and the edge portion. The added rigidity and stiffness may limit instances of the wake panel250bowing or bending or flexing substantially in response to the loads and forces applied to the wake panel250by the water impacting against it. Similar to previously described wake panel150, the wake panel250may be selectively actuated for downward deployment on one or both sides of the boat12. The panels250may be disposed on each lateral side of the boat behind each of the pontoons14,16and supported by each of the pontoons14,16. By being arranged for selective and individual downward deployment, one wake panel250may be deployed while the other remains stowed. In one aspect, both may be deployed at the same time. In one aspect, the wake panels250may be selected to be deployed to an amount that is less than a full deployment. Accordingly, one panel may be deployed a full amount, with another being deployed a partial amount. In one aspect, a single wake panel250may be deployed a partial amount. It will be appreciated that various relative deployments at both sides of the boat12may be used. The amount of deployment of each panel250relative to the other may be selected by a control system, and may be predetermined or pre-selected based on user desires. In another aspect, the amount of deployment may be manually controlled by an operator of the boat12. It has been found during testing that deployment of one wake panel250on one side of the boat12with the other wake panel250in the stowed position can result in a cleaner and more surfable wake on one side of the boat12, with the wake on the side of the boat12where the wake panel250is deployed being spoiled or canceled to a degree that it does not substantially impact the wake created on the side of the boat12with the stowed wake panel250. In one aspect, both sides of the boat12may include the wake panels150/250. In another aspect, one side of the boat12may include the wake panel150/250, and the other side may be free from a wake panel. In another aspect, one side of the boat may include wake panel150, and the other side of the boat12may include wake panel250. Additionally, the inclined surfaces140, described in detail above, may provide wake enhancement separate from the wake panels150/250, and wake enhancement may be provided even when the wake panels150/250or fully retracted or only partially deployed, or even excluded. The inclined surfaces140may provide a substantial wake enhancement absent substantial effect provided by the wake panels150/250. The inclined surfaces140may primarily form the shapeable wake, with the wake panels150/250operating to further shape and refine the wake. For example, as described above with reference to one of the wake panels250being deployed and the opposite side being stowed or only slightly deployed, a primary enhanced and surface wake is created on the side of the boat where the wake panel250is not deployed, and the wake panel250on the deployed side disrupts the wake that is created on its side, helping impart a final enhanced shape on the opposite side where the wake panel250was not deployed. Thus, the enhanced wake is created by the inclined surfaces140, and the deployed wake panel250allows the enhanced wake on the opposite side to be formed without being disrupted by the wake coming from the deployed side, because wake on the deployed side is blocked or disrupted by the deployed wake panel250. It will be appreciated, therefore, that wake may still be created and enhanced relative to traditional pontoons using the inclined surfaces140, even without the additional use of the wake panels250. And it will further be appreciated that the wake panels250could also be used to disrupt wake and allow wake developed on the non-deployed side to be uninterrupted for pontoons that do not include the inclined surfaces, although such a wake may not be as desirable as that which is created by pontoons having the inclined surfaces140. Both types of wake panels150and250may be supported by the pontoons and mounted to the pontoons14,16for movement relative to the pontoons14,16. Both types of wake panel150and250may be configured for downward deployment into the water from a stowed position to a deployed position and configured to enhance the wake profile trailing the pontoon boat12. Thus, in view of the above, the system10may be installed on the boat12in the manner described above to provide the above-described benefits of increased water displacement and control of the wake produced by the boat12to alter the wake profile and create a more surfable wake profile. The above-described components may be used in combination with one or more of the other components affecting the wake profile. It will be appreciated that various combinations of the above-described components may be used to achieve the desired result of an improved wake profile. Obviously, many modifications and variations of the present invention are possible in light of the above teachings and may be practiced otherwise than as specifically described while within the scope of the appended claims. These antecedent recitations should be interpreted to cover any combination in which the inventive novelty exercises its utility. | 65,079 |
11858602 | NUMBERING DESCRIPTION 5—Boat10—Cover15—Water Line20—Inner Edge25—Outer Edge30—Sections DETAILED DESCRIPTION OF THE EMBODIMENTS This is a protective cover10which will cover the outside surfaces of a boat5. The cover10will be custom made depending on the type of boat5and may cover all the surfaces of the boat or may be tailor made to cover only a portion of the surfaces. Alternatively the device may be in sections30that cover a specific boat. The advantage of using sections is to allow the user to use only those sections that may be needed or desired. The use of sections30would assist in the storage of the device when the device is not in use. InFIG.3three sections are depicted but more or fewer sections may be used depending on the desires of the user. Every boat will have an outside surface and an interior surface. The outside surface is directly exposed to the water and the interior surface is a space for the occupants of the boat. All boats have different configurations in terms of the shape of the boat as well as contours of the boat. Even though this is a custom-made device, it will attach to all types of boats in the same manner. For purposes of illustration only a small jon boat is depicted inFIGS.1and2; the concept of using this type of device may be used on any type of vessel. According toFIG.1, this is a shell that will be placed over the outside surface of the boat with a hollow section for the interior of the boat. An inner edge20and an outer edge25are provided. A small lip will be formed by the outer edge25and inner edge20; the lip will be placed over the top surface or gunwale of a particular boat. The small portion of the lip will permit the device to be attached to the vessel without the use of hardware. The inner edge20will lie flush with a portion of the interior of the boat. The outer edge25will be placed flush against the outside surface of the boat. The entire cover10will fit snugly over the boat. A portion of the cover10will be placed over the top gunwale of the boat and extend a predetermined distance into the interior of the boat. Regardless of the type of material that is chosen for this device, the material should be able to withstand extremes in temperatures and withstand shocks from striking objects. A hard composite material or fiberglass are likely suitable materials although the specific type of material is not being claimed. FIG.3represents the device on a sport fishing boat5that is commonly used in fishing tournaments.FIG.3depicts the device in sections30. The use of multiple sections allows the user to use as many sections as desired. Although six individual pieces are depicted in three separate sections more or fewer sections may be used with this device. The device will not interfere with the operation of the boat, nor will it interfere with the configuration of the interior of the vessel. The device will be lightweight and is designed to be portable depending on the desires of the consumer. The device will also be custom made for a specific vessel. The device will fit snugly against the outer shell of the boat and will rest on the outer surface of the vessel slightly above the waterline of the vessel. The device will be lightweight and will not add a great amount of weight to the boat. It will remain above the water line of the vessel and will not produce drag because it is not designed to constantly contact the surface of the water when the boat is operated. The cover10will be placed slightly above the water line so that it does not interfere with the operation of the boat. The cover10will be made from material that can withstand all extremes in temperatures and is suitable to be exposed to all environmental conditions. Additionally, the cover10should also be able to withstand moderate to high impacts from devices in the water or from flying debris such as pieces of floating debris or sports tackle equipment such as fishing tackle. When the device is not in use, the cover10can be lifted off the boat and stored in an appropriate location. It is designed to be easily washable and easily cleaned. Additionally, a means to advertise products or services can also be placed on the outside surface of the cover, if desired by the user. While the embodiments of the invention have been disclosed, certain modifications may be made by those skilled in the art to modify the invention without departing from the spirit of the invention. | 4,454 |
11858603 | DETAILED DESCRIPTION OF THE INVENTION Referring toFIGS.1through3, it can be understood that the present invention pertains to a hull scrubber device10for cleaning a hull H of the boat B as the boat moves forward through the water. As best shown inFIG.2, hull scrubber device10comprises a mounting pole30, a hull scrubber head20, a swivel mounting42connected to the upper end of the scrubber head20, and a tether rope40fixedly attached at its one end to the swivel mounting42. Still referring toFIG.2, hull scrubber head20is comprised of a spiral-cut flat disk which is made generally of a flexible spring-like material. As best shown inFIG.3, boat scrubber head20is connected to mounting pole30which is located at the front F of boat B. Mounting pole30has a base32and a distal end34, and the other end of tether rope40is connected to the distal end34of mounting pole30. Referring particularly toFIG.3, base32of mounting pole30is secured to deck D of boat B toward the front F of the boat B, and distal end34of mounting pole30extends away from the boat and out over the hull H of the boat and supports tether rope40, swivel mounting42, and hull scrubber head20of hull scrubber device10. It is to be appreciated that mounting pole30may either be attached to the boat B as illustrated inFIG.3, or the mounting pole30may be hand held by an operator to position the hull scrubber head20in a desired area of the hull which is to be cleaned. Tether rope40may be a shock absorbing and is readily available in the marketplace.FIG.4shows an example of a tether rope40which may be used in the invention. As can be seen, tether rope40has a fastener element40aat its one end and a mounting end40b. Fastener element40ais inserted into mounting swivel42of hull scrubber head20as particularly illustrated inFIG.2. It is important to note that fastener element40ais attached to hull scrubber device10at mounting swivel42and prevents or lessens any twisting and/or fouling of tether rope40. Tether rope40may be made of tubular nylon webbing; may have a length greater than 5 feet; and may hold a weight capacity greater than 10 pounds. It is to be appreciated by those skilled in the art that the length of tether rope40is adjusted to enable the operator of hull scrubber device10to reach the entire length of the hull fore and aft (front or back). Referring particularly toFIG.2, hull scrubber head20is in a spiral configuration, which is a semi-expanded configuration for hull scrubber head20. It is to be further appreciated, that hull scrubber head20is in an essentially conical cylinder configuration when in an operative mode. Still referring toFIG.2, hull scrubber head20has a base44and an apex46. The dimension of base44is indicated by reference number45and the dimension of apex46is indicated by reference number47. As seen inFIG.2, the dimension of base44is greater than that of apex46. It is to be appreciated that the dimension of base44will decrease as hull scrubber head20extends downwardly, and at some point, the dimension of base44and that of apex46will be about the same, at which point hull scrubber head20will be closer to the shape of a conical cylinder when in an operative mode and subject to the pressure of the water as the vessel moves through the water as shown inFIG.2. It is to be appreciated, that when the hull scrubber head20is in an inoperative mode, it assumes a flat coil spring shape. The flexibility and the shape of hull scrubber head20of hull scrubber device10with base44positioned below the water line permits the hull scrubber head20to conform to the hydrodynamic shape of hull H of the boat to increase the wiping and/or scraping action of hull scrubber head20against the boat hull as the boat travels through the water. This action causes the water to force hull scrubber head20to rotate or spin against the hull as the boat moves forward through the water. This rotating or spinning action results in hull scrubber device10cleaning the boat hull. As discussed herein above, hull scrubber device10is initially in the form of a flat spiral disk as shown inFIG.1. It is to be appreciated that this flat disk form is desirable for storage purposes. Furthermore, it is to be appreciated that prior to hull scrubber device10being in an operative mode as illustrated inFIGS.2and3, that hull scrubber device10was in an inoperative, storage mode as illustrated inFIG.1. Referring again toFIGS.1and2, suitable brush elements such as those shown at reference numbers50,52and54; suitable felt pad elements such as those shown at reference numbers56,58, and60; and suitable scraper elements such as those shown at reference numbers62,64and66may be mounted along outer edge surfaces of hull scrubber head20. These brush elements50,52and54; felt pad elements56,58, and60; and scraper elements62,64and66are used for the brushing, wiping and scraping action of hull scrubber head20against the boat hull H. Even thoughFIGS.1and2illustrate brush elements50,52, and54; felt pad elements56,58and60; and scraper elements62,64and66as being located on a lower portion of hull scrubber head20, it is to be appreciated that these elements may be mounted along the entire perimeter of hull scrubber20. When fully in use, hull scrubber head20will extend into a shallow cone or cylinder with the same diameter from top to bottom with reference toFIG.2. The result is that hull scrubber head20may be similar to a rotating brush used in a car wash. That is, hull scrubber head20will scrub the entire length to which it has been extended. In use, hull scrubber device10is extended from its stored, inoperative mode ofFIG.1such that scrubber head20is unfurled as shown inFIG.2, and when in its fully operational mode, hull scrubber device10takes the form of a cylinder. Scrubber device10is attached to pole30via tether rope40, and scrubber head20with tether rope40attached to swivel mounting42is dropped into the water adjacent to the hull. Once the boat gets underway through the water, scrubber head20of hull scrubber device10is forced against the hull H to scrape contaminants and/or marine organism from the hull. In this process, hull scrubber head20will tend to extend rearward, below the waterline, and will spin relative to the boat hull. It can be appreciated that hull scrubber device10operates to scrub and clean the boat hull during movement of the boat through the water. Hull scrubber device10, in general, effectively operates on boats up to approximately 45 feet in length. For boats longer than 45 feet, a more complex device may need to be utilized using wind, hydro and/or electric power to aid in the positioning of the scrubber element. Many upgrades could be used which would include a delivery device from automation to video monitoring to enable a user to visually monitor the scrubbing progress being made. Hull scrubber head20of device10is designed to operate best at boat speeds in the 5 to 8 knots range which makes it ideal for use on sail boats. Hull scrubber head20can be made of a thicker and/or stiffer material in order to function effectively at higher speeds but may not be effective or safe at speeds over 15 to 20 knots. For use on power boats (propeller driven), it is recommended that safety precautions be taken to ensure that the scrubber head20and/or tether rope40do not come into contact with the boat's motor or rotating drive. Typical drives are in the aft 10 to 15% of hull length, it is recommended that the tether rope40be operated to limit the positioning of the hull scrubber head20to remain forward of the drives. Cleaning of the area aft of the drives may need to be done while the boat is being towed or done by a diver. A large displacement hull, such as on a freighter, will travel several miles when put in neutral from cruising speed, and this would most likely be far enough to allow the area aft of the drive(s) to be cleaned if the tether rope40is played out as drives are unpowered. Large boats are often guided in by tugboats and the hull scrubber device10of the invention could be allowed to extend past the drives during the towing process. Hull scrubber device10of the invention tends to reduce or eliminate the need to apply anti-fouling paint on the hull bottom; is easily stored on the boat; can be used in open waters; may minimize organic growth deposition in harbor waters which commonly have poor water circulation; and may aid in preventing invasive growth transfer between geographical regions. From the above, it can be appreciated that the invention provides a hull scrubber device for a water vessel, such as a boat, that is deployed while the water vessel travels through the water. The hull scrubber device10includes hull scrubber head20which is tethered to a pole optionally mounted on the deck of the water vessel or held by an operator. The hull scrubber head20spins or rotates against the hull of the water vessel as it moves through the water for the cleaning action of the device10. Even though the utilization of only one hull scrubber device10is disclosed herein, it is to be appreciated that several such hull scrubber devices10may be employed for the cleaning of a water vessel. It should also be appreciated that these brush elements50,52and54; felt pad elements56,58and60; and scraper elements62,64and66are replaceable and are available in different “grits” allowing the user to select how aggressive a cleaning is desired. That is, soft sponges may be used for wiping off slime and stiff brushes may be used for medium weed growth or the scraping off the attached barnacles. It is to be further appreciated that that hull scrubber head20, preferably, is made of material that is non-abrasive and not subject to corrosion. While the present invention has been described in connection with a preferred embodiment of the figures, it is to be understood that other similar embodiments may be used or modifications and additions may be made to the described embodiment for performing the same function of the present invention without deviating therefrom. Accordingly, it is intended by the appended claims to cover all such changes and modifications as come within the spirit and scope of the invention. | 10,201 |
11858604 | DETAILED DESCRIPTION Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. Hereinafter, in the following description, specific details such as a method, a device, and/or a system are described to provide more general understandings of the present invention. However, this is merely an example, and the embodiments of the present invention are not limited thereto. Moreover, detailed descriptions related to well-known functions or configurations will be ruled out in order not to unnecessarily obscure subject matters of the present invention. Also, terms used in this specification are terms defined in consideration of functions according to embodiments, and thus the terms may be changed according to the intension or usage of a user or operator. Therefore, the terms should be defined on the basis of the overall contents of this specification. It will be understood that although the terms are used herein to describe various embodiments of the present inventions and should the embodiments not be limited by these terms. The terms of a singular form may include plural forms unless referred to the contrary. The meaning of “include,” “comprise,” “including,” or “comprising,” specifies a property, a region, a fixed number, a step, a process, an element and/or a component but does not exclude other properties, regions, fixed numbers, steps, processes, elements and/or components. FIG.1is a view illustrating an offshore wind power generation floating body10according to an embodiment of the present invention. As illustrated inFIG.1, the offshore wind power generation floating body10according to an embodiment of the present invention includes a lower structure20, an upper structure30, a liquid ballast part40, and a column50for buoyancy. The lower structure20, as a structure disposed at a lowermost end of the offshore wind power generation floating body10, includes a damping plate, a guide beam, and a slot for fixing the upper structure. For example, the lower structure20may be made of a solid such as concrete. The upper structure30may be disposed on an upper end of the lower structure20. For example, the upper structure30, as a solid ballast part, may be formed by a rigid body made of a concrete material. Also, the upper structure30may have a hollow cylinder shape. As will be described later, a concrete block may be filled into the upper structure30, and thus the marine wind power generation floating body10may have a center of gravity, which is positioned at a lower side thereof. In this case, as a draft depth of the offshore wind power generation floating body10increases, the center of gravity may be positioned lower than a center of buoyancy. The liquid ballast part40is a structure disposed on an upper end of the upper structure30. The liquid ballast part40may have a cylindrical shape having an empty inside, and liquid such as water may be filled in the liquid ballast part40. Also, the liquid ballast part40may be formed to be inclined so that an outer diameter of a cross-section thereof gradually decreases in directions toward one end and the other end thereof. The offshore wind power generation floating body10may further damp a vertical heaving through the liquid ballast part40in addition to the above-described upper structure30. Also, the inclined structure of one end and the other end of the liquid ballast part40may distribute an external force acting in a horizontal direction of the offshore wind power generation floating body10along an inclined surface thereof to damp even a horizontal pitching and rolling when the offshore wind power generation floating body10in a standing state is inclined. The column50for buoyancy may be disposed on an upper end of the liquid ballast part40. The column50for buoyancy may be positioned at a water plane on an upper side of the offshore wind power generation floating body10, and through this, the horizontal pitching and rolling when the offshore wind power generation floating body10may be damped. Hereinafter, a method for installing the offshore wind power generation floating body10will be described in more detail. A Step of Manufacturing the Lower Structure20 FIGS.2to4are views for explaining a step of manufacturing the lower structure20according to an embodiment of the present invention. Specifically,FIG.2is a view illustrating the lower structure20manufactured according to an embodiment of the present invention,FIG.3is a view illustrating the guide beam102according to an embodiment of the present invention, andFIG.4is a view illustrating the slot108for coupling (hereinafter, referred to as the coupling slot108) according to an embodiment of the present invention. As illustrated inFIGS.2to4, the lower structure20according to an embodiment of the present invention includes a guide beam102, a damping plate104, and a slot106for fixing the upper structure. Each of the guide beam102, the damping plate104, and the slot106for fixing the upper structure may be manufactured by reinforcing a steel bar. The guide beam102is a structure for supporting the damping plate104and used for installing a temporary buoyancy tank110that will be described later. The guide beam102may support each of a top surface and a bottom surface of the damping plate104and include a towing padeye102aand a plurality of protruding portions102b. The towing padeye102a, as a padeye to which a wire for towing the lower structure20is connected, may be formed at one end of the protruding portion102b. The towing padeye102amay be welded to be fixed to one end of the protruding portion102b, and a blocking plate may be constructed thereto to prevent from being covered by concrete when concrete is poured. A plurality of protruding portions102bmay be formed radially from a central portion of the guide beam102. Also, each of the protruding portions102bmay have an H-beam shape, and the coupling slot108for coupling the temporary buoyancy tank110may be coupled to a side portion of the protruding portion102b. The damping plate104is a structure having a circular plate shape. The damping plate104may have a diameter greater than an outer diameter of the upper structure30to thereby damp a vertical heaving in a step of installing the offshore wind power generation floating body10in a state of standing on the sea. Also, a plurality of base anchors104afor fixing a concrete block mounting structure202that will be described later may protrude from the top surface of the damping plate104. Also, when a plurality of drainage holes104bfor damping movement of the offshore wind power generation floating body10as seawater flows in and out therethrough when the offshore wind power generation floating body10is vertically heaved may be defined in the top surface of the damping plate104. Here, since the damping plate104is a circular structure having an extremely greater diameter, the damping plate104may be manufactured by concrete curing instead of manufacturing by a steel frame structure. However, the damping plate104has a limitation in that the damping plate104hardly floats on the sea surface because of low buoyancy thereof when coupled with the upper structure30in a state of floating on the sea surface. When an additional space is designed to a lower end of the damping plate104to avoid the above-described limitation, the center of gravity of the offshore wind power generation floating body10may not be lowered. Thus, embodiments of the present invention provide temporary buoyancy to the lower structure20by coupling the temporary buoyancy tank110and the lower structure20including the damping plate104and remove the temporary buoyancy tank110after the lower structure20and the upper structure are coupled. A Step of Coupling the Temporary Buoyancy Tank110 FIGS.5to7are views for explaining a step of coupling the temporary buoyancy tank110according to an embodiment of the present invention. Specifically,FIG.5is a view illustrating a state in which the temporary buoyancy tank110is coupled to the lower structure20according to an embodiment of the present invention, andFIGS.6and7are views illustrating an outer surface of the temporary buoyancy tank110according to an embodiment of the present invention. The temporary buoyancy tank110is a structure having a buoyancy (e.g., about 770 tons) enough to floating the damping plate104having a preset weight (e.g., about 800 tons) on the seawater. Although six temporary buoyancy tanks110are illustrated for convenience of description inFIG.5, the embodiment of the present invention is not particularly limited to the number of the temporary buoyancy tanks110. As described above, the coupling slot108for coupling the temporary buoyancy tank110may be coupled to the protruding portion102bhaving the H-beam shape. Also, a rod110a, an impact absorbing plate110b, a folding-type blocking plate110c, a towing padeye110dand110e, and a winch110fmay be installed on an outer surface of the temporary buoyancy tank110. Referring toFIG.6, the rod110amay be provided in plurality on the outer surface of the temporary buoyancy tank110and inserted to the coupling slot108. The impact absorbing plate110bmay be formed outside the rod110ato fix the temporary buoyancy tank110so that the temporary buoyancy tank110is not escaped to the left or right sides. The folding-type blocking plate110cmay be formed below the rod110aand folded in one direction so that the temporary buoyancy tank110is not escaped from the coupling slot108. The folding-type blocking plate110cmay be folded inward to fix the temporary buoyancy tank110in a state in which the temporary buoyancy tank110is fixed to the rod110aso that the temporary buoyancy tank110is not escaped downward and opened when buoyancy of the temporary buoyancy tank110is not necessary to be maintained as inFIG.6. In this case, the temporary buoyancy tank110in may be separated and remove from the rod110aby a crane (not shown). The towing padeye110dis a padeye connected with the winch110fand used to open and close the folding-type blocking plate110c. The winch110fmay be disposed at an upper side of the temporary buoyancy tank110, and a wire connected to the winch110fmay be connected to the towing padeye110d. Thus, the folding-type blocking plate110cmay be folded by pulling the towing padeye110dthrough the wire connected to the winch110f, and on the contrary, the folding-type blocking plate110cmay be opened by releasing the wire connected to the winch110f. Also, the towing padeye110eused for installing the temporary buoyancy tank110may be installed at the upper side of the temporary buoyancy tank110. A wire connected to the crane may lift the temporary buoyancy tank110through the towing padeye110e, and thus the temporary buoyancy tank110may be coupled to the coupling slot108. A Step of Installing the Concrete Block Mounting Structure202 As described above, when the temporary buoyancy tank110is coupled to the lower structure20, a structure capable of mounting a concrete block416, which will be described later, before the lower structure20is launched may be additionally installed to the lower structure20. FIGS.8to9are views for explaining a step of installing the concrete block mounting structure202according to an embodiment of the present invention. Specifically,FIG.8is a view illustrating a process of seating and coupling the concrete block mounting structure202to an empty space of the upper structure fixing slot106according to an embodiment of the present invention, andFIG.9is a view illustrating a process of filling mortar into the concrete block mounting structure202according to an embodiment of the present invention. Referring toFIG.8, the concrete block mounting structure202may be seated in the empty space S of the upper structure fixing slot106. The concrete block mounting structure202may have a cylindrical shape having an opened upper portion. Also, for example, the concrete block mounting structure202may be formed by a rigid body made of a concrete material. Here, a plurality of base anchors104amay protrude from the top surface of the damping plate104, and as the plurality of base anchors104apass through the concrete block mounting structure202and then are coupled with anchor bolts204, the concrete block mounting structure202may be fixed. Referring toFIG.9, mortar may be filled into the concrete block mounting structure202. Thus, the concrete block mounting structure202to which a concrete block416that will be described later is mounted may have a flat bottom. Also, as illustrated inFIG.9, a plurality of connection plates302, which are spaced apart from each other, may be formed on an outer surface of the concrete block mounting structure202. Each of the connection plates302is a component used for coupling with the upper structure30. Also, as will be described later, the connection plate302may be temporarily used to fix the lower structure20before coupled with the upper structure30. A Step of Transporting the Lower Structure20on the Sea FIGS.10to11are views for explaining a step of offshore transportation of the lower structure20according to an embodiment of the present invention. Specifically,FIG.10is a view illustrating a process of launching the lower structure20from an onshore loading port according to an embodiment of the present invention, andFIG.11is a view illustrating a process of transporting the lower structure20on the sea to a destination by a towing vessel according to an embodiment of the present invention. Referring toFIG.10, the lower structure20may be coupled with the temporary buoyancy tank110and the concrete block mounting structure202, and then towed by the crane and launched to the sea. Referring toFIG.11, the lower structure20coupled with the temporary buoyancy tank110and the concrete block mounting structure202may be towed by the towing vessel and transported on the sea to the destination. A Step of Fixing the Lower Structure20and Seating the Concrete Block416 FIGS.12to16are views for explaining a step of fixing the lower structure20and a step of seating the concrete block416according to an embodiment of the present invention. Specifically,FIG.12is a view illustrating a process of fixing the lower structure20between a first work barge402and a second work barge404by a link bridge406according to an embodiment of the present invention,FIG.13is a view illustrating a process of coupling the link bridge406to the connection plate302through a bolt according to an embodiment of the present invention,FIG.14is a view illustrating a spring structure406caccording to an embodiment of the present invention, andFIG.15is a view illustrating a process of installing a worktable according to an embodiment of the present invention. Also,FIG.16is a view illustrating a process of seating the concrete block416on the concrete block mounting structure202according to an embodiment of the present invention. Referring toFIG.12, the lower structure20is transported on the sea to the destination, and then the first work barge402and the second work barge404move around the lower structure20. Here, the first work barge402may transport a first crane408on the sea, and the second work barge404may transport a second crane410, the concrete block416, and the upper structure30on the sea. The first work barge402and the second work barge404may be arranged with the lower structure20therebetween. Thereafter, the lower structure20may be fixed by the link bridge406connected to each of the first work barge402and the second work barge404. The link bridge406is a structure connected to the first work barge402and the second work barge404and capable of fixing the lower structure20. Referring toFIGS.13and14, as one end406bof the link bridge406, which protrudes from the first work barge402, and the other end of the link bridge406, which protrudes from the second work barge404, are coupled to the connection plates302, respectively, formed on an outer surface of the concrete block mounting structure202, the lower structure20may be fixed by the link bridge406. For example, the one end406band the other end of the link bridge406may be coupled to the connection plates302through a bolt. Also, the spring structure406cfor relieving an impact caused by waves may be installed on one end and the other end of the link bridge406. The one end406bof the link bridge406may protrude from a column406aof the link bridge406, and the spring structure406cmay be installed at a position spaced a predetermined distance from the column406a. The spring structure406cmay relieve the impact caused by waves by providing an elastic force to the lower structure20. Referring toFIG.15, the worktable406dmay be installed between the one end406band the other end of the link bridge406. The worktable406dis a structure for providing a working space of riveting (or bolting) for connecting the connection plate302formed on the outer surface of the concrete block mounting structure202and a connection structure502that will be described later. The worktable406dmay include a circular open space having a diameter greater than an outer diameter of the upper structure30. The link bridge406including the worktable460dmay be installed by the first crane408or the second crane410. Referring toFIG.12again, after the worktable460dis installed, and then the concrete block416may be seated on the concrete block mounting structure202. Specifically, in a state in which a plurality of first wires412of the first crane408seated on the first work barge402are connected to the lower structure20to maintain a tension equal to or greater than a set magnitude, the concrete block416connected to a second wire414of the second crane410seated on the second work barge404may be seated on the concrete block mounting structure202. Here, the plurality of first wires412of the first crane408seated on the first work barge402may be connected to a towing padeye102aof the guide beam102to maintain a tension having a sufficient magnitude so that the lower structure20does not sink due to a weight of the concrete block416. Referring toFIG.16, the coupling between the connection plates302and one end and the other end of the link bridge406may be released by the first crane408and the second crane410. Here, the first work barge402and the second work barge404may sink to adjust a work height of the first work barge402and the second work barge404by a ballast. That is, a height of the work space may be adjusted while the two work barges402and404sink through the ballast in order to secure a space for connecting the connection plate302and the connection structure502. A Step of Coupling the Upper Structure30 FIGS.17to19are views for explaining a step of coupling the upper structure30according to an embodiment of the present invention. Specifically,FIG.17is a view illustrating a process of coupling the upper structure30with the concrete block mounting structure202according to an embodiment of the present invention,FIG.18is a view illustrating a process of adjusting a tension of a third wire by the towing vessel to maintain standing of the upper structure30and the lower structure20according to an embodiment of the present invention, andFIG.19is a view illustrating a process of mounting the concrete block416to the upper structure30according to an embodiment of the present invention. Referring toFIG.17, the upper structure30may have a shape corresponding to the concrete block mounting structure202, and be towed by the second crane410and coupled with the concrete block mounting structure202. Here, a plurality of connection structures502may be formed on an outer surface of the upper structure30, and as the plurality of connection structures502are assembled with the connection plates302, the upper structure30may be coupled with the concrete block mounting structure202. The connection structure502may have a shape corresponding to the connection plate302. When assembly of the connection structure502and the connection plate302is completed, the first crane408may slowly release the tension of the first wire412connected to the lower structure20and appropriately support the lower structure so that the upper structure30is not inclined. Referring toFIG.18, a plurality of third wires506may be connected to the outer surface of the upper structure30, and the third wires506may be connected to a plurality of towing vessels, respectively. Thus, the upper structure30may maintain standing instead of being inclined by the third wire506. Referring toFIG.19, after the assembling of the connection structure502and the connection plate302is completed, the temporary buoyancy tank110may be removed from the lower structure20through the second wire414. Specifically, in a state in which the second wire414of the second crane410is connected to the towing padeye110eof the temporary buoyancy tank110, the folding-type blocking plate110cis opened by using the winch110fof the temporary buoyancy tank110to remove the temporary buoyancy tank110from the lower structure20. Thereafter, when the first crane408releases the tension of the first wire412, the lower structure20and the upper structure30naturally sink below the seawater surface and find an equilibrium position. Here, the towing vessels may adjust the tension of the third wire506to maintain the standing of the lower structure20and the upper structure30while the lower structure20and the upper structure30sink below the seawater surface. Also, when the lower structure20and the upper structure30sink below the seawater surface and maintain equilibrium, the lower structure20and the upper structure30may sink by mounting an additional concrete block416to an inner space of the upper structure30. A Step of Coupling the Liquid Ballast Part40and a Column50for Buoyancy FIGS.20to21are views for explaining a step of coupling the liquid ballast part40and the column50for buoyancy according to an embodiment of the present invention. Specifically,FIG.20is a view illustrating a process of assembling the liquid ballast part40and the column50for buoyancy with the upper structure30according to an embodiment of the present invention, andFIG.21is a view illustrating a process of disassembling the worktable406daccording to an embodiment of the present invention. Referring toFIG.20, after the work height is adjusted by the ballast of the two barges402and404, the liquid ballast part40and the column50for buoyancy may be assembled with the upper structure30in the same method as the above-described method. As illustrated inFIG.20, as the connection plate of the upper structure30provided on a lower end of the liquid ballast part40and the above-described connection plate of the upper structure30are assembled with each other, the liquid ballast part40and the column50for buoyancy may be assembled with the upper structure30. In the above-described method, assembly of the offshore wind power generation floating body10is completed. Referring toFIG.21, when the assembly of the offshore wind power generation floating body10is completed, the worktable406dmay be disassembled by unlocking a bolt702fixing the worktable406dbefore the crane towing the upper structure30is removed. Also, when the worktable406dis disassembled, the offshore wind power generation floating body10may be completely installed by connecting a mooring wire (not shown) to a fairlead (not shown) so that the offshore wind power generation floating body10is not reversed and completing a mooring installation work by using a mooring installation vessel (not shown). Although the embodiments of the present invention have been described, it is understood that the present invention should not be limited to these embodiments but various changes and modifications can be made by one ordinary skilled in the art within the spirit and scope of the present invention as hereinafter claimed. Therefore, the scope of this disclosure is defined not by the detailed description of the invention but by the appended claims, and all differences within the scope will be construed as being included in the present disclosure. | 24,183 |
11858605 | Reference numerals: robot body1, releasing and recovering device2, electric take-up reel3, tail fin4, U-shaped member5, second transmission cavity6, electromagnetic device7, support plate8, first elastic member9, permanent magnetic plate10, electric motor11, power output shaft111, transmission recess12, permanent magnetic block13, first bevel gear14, fixing plate15, first rotating wheel16, second bevel gear17, conductor coil18, connecting plate19, through hole20, rotating rod21, transmission block22, first transmission strip23, second transmission strip24, sliding toothed plate25, transmission channel26, first spur gear27, transmission belt28, extension plate29, third transmission cavity30, rotating shaft31, second rotating wheel32, hub33, paddle331, first transmission cavity34, guide roller35, second elastic extrusion roller36, first elastic extrusion roller37, second spur gear38, third spur gear39, fan blade40, electric heating net controller41, electric heating net42, cable43, and flow drainage plate44. DETAILED DESCRIPTION OF EMBODIMENTS The technical solutions in embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of embodiments of the present invention, not all of them. On the basis of the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without involving any inventive effort should fall within the scope of protection of the present invention. In the description of the present invention, it should be noted that orientation or position relationships indicated by terms such as “vertical”, “upper”, “lower”, “horizontal” and the like are orientation or position relationships based on the accompanying drawings, are only for the purposes of facilitating the description of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have the specific orientation or be constructed and operated in the specific orientation. Therefore, they cannot be understood as limitations on the present invention. In addition, the terms “first”, “second”, “third” and “fourth” are only for the purpose of description, and cannot be understood as indicating or implying the relative importance. In the description of the present invention, it should also be noted that unless otherwise specified and limited, the terms “arrangement”, “mounting”, “connecting”, and “connection” should be understood in a broad sense, for example, they may be fixed connection, and may also be detachable connection or integrated connection; they may be mechanical connection, and may also be electrical connection; and they may be direct connection, and may also be connection by means of intermediate media or communication of the interiors of two elements. For those of ordinary skill in the art, specific meanings of the above terms in the present invention may be understood according to specific circumstances. As shown inFIGS.1-5, a hybrid-power-driven underwater robot comprises a robot body1and a releasing and recovering device2, wherein a first transmission cavity34is formed in the releasing and recovering device2, a seawater removing mechanism and an electric take-up reel3are arranged inside the first transmission cavity34, a cable43is arranged on the electric take-up reel3, the cable43extends out of the first transmission cavity34, and the robot body1is fixedly connected to one end of the cable43; anda tail fin4is movably connected to the robot body1, an acceleration mechanism is further arranged on the robot body1, a second transmission cavity6is formed in the robot body1, a driving mechanism for driving the tail fin4and the acceleration mechanism is arranged inside the second transmission cavity6, and the driving mechanism can drive the tail fin4separately or drive the acceleration mechanism separately. In a preferred embodiment of the present invention, the driving mechanism comprises an electromagnetic device7, a support plate8, a first elastic member9, a permanent magnetic plate10, an electric motor11, a permanent magnetic block13, a first bevel gear14, a conductor coil18, a connecting plate19, a rotating rod21, a first transmission strip23, a second transmission strip24and a sliding toothed plate25;the electromagnetic device7is inlaid in a bottom wall of the second transmission cavity6, the support plate8is connected to the bottom wall of the second transmission cavity6by means of the first elastic member9, the permanent magnetic plate10is fixedly connected to a bottom wall of the support plate8, the electric motor11is fixedly connected to a top wall of the support plate8, the permanent magnetic block13and the first bevel gear14are fixedly connected to a power output shaft111of the electric motor11, a transmission recess12is formed in an upper end of the power output shaft111, the conductor coil18and the connecting plate19are fixedly connected to a rear wall of the second transmission cavity6, the conductor coil18is electrically connected to the electromagnetic device7, the permanent magnetic block13is located in the conductor coil18, a through hole20is formed in the connecting plate19, the rotating rod21penetrates through the through hole20, the rotating rod21is rotatably connected to an inner wall of the through hole20, a transmission block22is fixedly connected to a lower end of the rotating rod21, the shape of the transmission recess12matches that of the transmission block22, the first transmission strip23is perpendicularly fixedly connected to an upper end of the rotating rod21, the second transmission strip24is perpendicularly fixedly connected to a top wall of the first transmission strip23, the sliding toothed plate is slidably connected to a top wall of the second transmission cavity6, a transmission channel26is formed in a bottom wall of the sliding toothed plate25, and the second transmission strip24is slidably connected to an inner wall of the transmission channel26;the acceleration mechanism comprises a fixing plate15, a first rotating wheel16, a second bevel gear17and two propeller mechanisms, the fixing plate15is fixedly connected to the bottom wall of the second transmission cavity6, the first rotating wheel16is rotatably connected to the fixing plate15, and the second bevel gear17is fixedly connected to the first rotating wheel16;each of the propeller mechanisms comprises a transmission belt28, an extension plate29, a second rotating wheel32, a rotating shaft31, a hub33and a paddle331, the extension plate29is fixedly connected to an outer wall of the robot body1, a third transmission cavity30is formed in the extension plate29, the rotating shaft31is rotatably connected to a side wall of the third transmission cavity30, one end of the rotating shaft31extends out of the extension plate29, the second rotating wheel32and the hub33are fixedly connected to the rotating shaft31, the second rotating wheel32is connected to the first rotating wheel16by means of the transmission belt28, and the paddle331is fixedly connected to the hub33; andthe tail fin4is rotatably connected to the robot body1by means of a U-shaped member5, the U-shaped member5penetrates through the second transmission cavity6, a first spur gear27is fixedly connected to the U-shaped member5, and the sliding toothed plate25is engaged with the first spur gear27. The implementation process is as follows: at the beginning, the transmission block22is inserted into the transmission recess12, when the robot body1needs to advance slowly in the relatively calm water, the electric motor11is started, and the power output shaft111rotates relatively slowly to drive the permanent magnetic block13and the first bevel gear14to rotate slowly; the permanent magnetic block13rotates relatively slowly, so that the conductor coil18generates a current to supply power to the electromagnetic device7to generate a relatively small magnetic force which is insufficient for the permanent magnetic plate10and the support plate8to overcome the first elastic member9to move downwards, and the transmission block22is stilled located in the transmission recess12; and the power output shaft111drives the rotating rod21, the first transmission strip23and the second transmission strip24to rotate, the second transmission strip24drives the sliding toothed plate25to reciprocate forwards and backwards by means of the transmission channel26so as to drive the first spur gear27, the U-shaped member5and the tail fin4to swing in a reciprocating manner, the tail fin4swings to drive the robot body1to advance slowly in the water, the advancing manner of a fish can be simulated, the tail fin is suitable for slow and stable advancing of the robot body1, and the advancing of the tail fin4is not likely to be hindered by debris such as sea grass and the like. In case of an emergency, when the robot body1needs to advance in an accelerated manner, the power output shaft111of the electric motor11is controlled to rotate relatively quickly; the rotating speed is increased, so that the conductor coil18generates a current to supply power to the electromagnetic device7to generate a relatively large magnetic force which makes the permanent magnetic plate10and the support plate8overcome the first elastic member9to move downwards, and the transmission block22is separated from the transmission recess12; and the first bevel gear14is engaged with the second bevel gear17, the first bevel gear14drives the second bevel gear17to rotate so as to drive the first rotating wheel16and the transmission belts28, the second rotating wheels32, the rotating shafts31, the hubs33and the paddles331of the two propeller mechanisms to rotate, the paddles331push the robot body1to advance in the accelerated manner, and the robot body1advances stably in the accelerated manner by means of the two paddles331. The appearance of the robot body1is designed as a fish and is in the shape of a streamline, the water flow movement from the fish head to the fish tail is stable, the hydrodynamic resistance is very low, and the hydrodynamic properties are good. In this embodiment, switching between two kinds of power can be carried out by controlling the rotating speed of the power output shaft111of the electric motor11, a tail fin4swinging mode is adopted at ordinary times, when acceleration is needed in case of an emergency, the power output shaft111can rotate in the accelerated manner to switch to an acceleration mode, that is, the two paddles331rotate to drive the robot body1to advance stably, dual-mode switching can be realized by just one power source, namely, one electric motor11, thus the design is ingenious, and the practicability is high. In a preferred embodiment of the present invention, the seawater removing mechanism comprises a guide roller35, a second elastic extrusion roller36, a first elastic extrusion roller37, a second spur gear38, a third spur gear39, fan blades an electric heating net controller41and an electric heating net42, the guide roller35, the second elastic extrusion roller36, the second spur gear38and the third spur gear39are rotatably connected to a rear wall of the first transmission cavity34, the first elastic extrusion roller37is fixedly connected to the second spur gear38, the fan blades40are fixedly connected to the third spur gear39, the second spur gear38is engaged with the third spur gear39, the electric heating net controller41is fixedly connected to the rear wall of the first transmission cavity34, the electric heating net42is fixedly connected to the electric heating net controller41, the second elastic extrusion roller36and the first elastic extrusion roller37clamp the cable43, and the cable43abuts against the guide roller35. The implementation process is as follows: when the robot body1needs to be recovered, the cable43is recovered by means of the electric take-up reel3, the cable43drives the second elastic extrusion roller36and the first elastic extrusion roller37to rotate, the second elastic extrusion roller36and the first elastic extrusion roller37extrude the cable43to squeeze out the moisture of the cable43, meanwhile, the first elastic extrusion roller37drives the second spur gear38, the third spur gear39and the fan blades40to rotate, the electric heating net controller41controls the electric heating net42to generate heat, the fan blades rotate to generate wind, the wind is blown to the electric heating net42to become hot wind, the cable43is dried by the hot wind, and the cable43in a wet state is prevented from entering the electric take-up reel3, so that the cable43and the interior of the electric take-up reel3are prevented from being corroded by the seawater. In this embodiment, the moisture of the cable43is squeezed by means of the second elastic extrusion roller36and the first elastic extrusion roller37, and meanwhile, the fan blades40rotate to blow out the hot wind to further remove the seawater for the cable43. In a preferred embodiment of the present invention, the cable43is made of a colored material. A user can observe the approximate position and direction of the robot body1conveniently. In a preferred embodiment of the present invention, the first elastic extrusion roller37and the second elastic extrusion roller36are made of silica gel materials. In a preferred embodiment of the present invention, the first elastic extrusion roller37and the second elastic extrusion roller36are made of sponge materials. In a preferred embodiment of the present invention, a flow drainage plate44is fixedly connected to a bottom wall of the first transmission cavity34, and a top wall of the flow drainage plate44is in the shape of an inclined plane. The squeezed seawater can conveniently flow out of the releasing and recovering device2along the top wall, in the shape of the inclined plane, of the flow drainage plate44. In a preferred embodiment of the present invention, the flow drainage plate44is made of a stainless steel material. Components, modules, mechanisms, devices and the like of the structures that are not described in detail in the present invention are all common standard components or components known by those skilled in the art, and the structures and the principles thereof can be obtained by those skilled in the art by means of technical manuals or conventional experimental methods. Finally, it should be noted that the above-mentioned embodiments are only used to illustrate the technical solutions of the present invention, not to limit the scope of protection of the present invention; although the present invention is described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can amend or perform equivalent substitutions on the technical solutions of the present invention without departing from the essence and the scope of the technical solutions of the present invention. | 15,126 |
11858606 | DETAILED DESCRIPTION OF VARIOUS EMBODIMENTS Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein for the sake of clarity and understanding of the invention some details of no importance may be deleted from the drawings. FIGS.1a-1cillustrate known watercraft vehicles according to prior art.FIG.1ashows a current watercraft vehicle100comprises a rudder102, a bow plane104, a propeller106coupled to a motor108. A control circuitry110is coupled to the rudder102and the bow plane104for manoeuvring the watercraft vehicle100. A servo arrangement112being controlled by the control circuitry110and is coupled to the rudder102and bow plane104.FIG.1bshows a current watercraft vehicle100comprising a propeller arrangement106hingedly coupled to a propeller shaft114. The propeller arrangement106is configured to pivot and is operated by a servo motor113for manoeuvring the watercraft vehicle100as shown inFIG.1c. FIG.2aillustrates an autonomous underwater vehicle1according to a first example in a view from side. Center of gravity CG is located low in the autonomous underwater vehicle1for providing stability of the autonomous underwater vehicle1. The autonomous underwater vehicle1comprises a drive motor arrangement3coupled to a control circuitry5. The drive motor3is coupled to a propeller7via propeller shaft9. The propeller7has a first propeller blade8and an opposite second propeller blade10, which propeller7defines a propeller disc11(see e.g.FIG.7) having a first13′ and a second13″ arc segment (see e.g.FIG.7) under rotation of the propeller shaft9about an axis of rotation RX. The propeller assembly is coupled to a hub17of the propeller shaft9. The control circuitry5is configured for manoeuvring the autonomous underwater vehicle1by providing a first drive thrust in the first arc segment13′ and to provide a second drive thrust in the second arc segment13″ by that the control circuitry5is configured to control rate of change of the rotational velocity of the drive motor3and the propeller shaft9, e.g. accelerating the rotational velocity, wherein a first propeller blade pitch change is achieved about a first oblique axis (reference21′, see e.g.FIG.6g) about which the first propeller blade8pivots and second propeller blade pitch change is achieved about a second oblique axis (reference21″, see e.g.FIG.6g) about which the second propeller blade10pivots. As shown inFIG.6g, the first oblique axis21′ is oriented asymmetric to the second oblique axis21″, which is arranged opposite the first oblique axis21′ on the other side of the propeller shaft9. The hub17, carrying a first oblique lag-pitch hinge22′ and a second oblique lag-pitch hinge22″ (SeeFIG.6g), is provided between the propeller shaft9and the propeller blades. The first propeller blade8of the propeller7is thus hingedly coupled to the first oblique lag-pitch hinge22′ and the second propeller blade10is hingedly coupled to the second oblique lag-pitch hinge22″. InFIG.6gis shown the first oblique axis21′ of the first oblique lag-pitch hinge22′ is oriented in a direction oblique to the axis of rotation RX. The second oblique axis21″ of the second oblique lag-pitch hinge22″ is oriented in a direction oblique to the axis of rotation RX and parallel with the first oblique axis21′. Alternatively, the hub17of the propeller7is hingedly coupled to the propeller shaft9via a teetering hinge25having a teetering hinge axis26, which is oriented, in a neutral state of the propeller disc, normal to the axis of rotation RX of the propeller shaft9. Alternatively, the control circuitry5is configured to pivot the propeller disc11about the teetering hinge axis26by controlling said rate of change of the rotational velocity. This is achieved by the fact that the higher drive thrust, generated by the first arc segment13′ (seeFIG.7), will pivot the propeller disc about the teetering hinge axis26involving that the direction of the total force of the main thrust of the propeller disc11is oriented in a direction different from the extension of the central axis CA of the watercraft vehicle1. Alternatively, the teetering hinge may comprise a universal joint unit. InFIG.2bis shown an autonomous underwater vehicle1according to a second example. It is show that the watercraft vehicle1is angled downward when the circuitry5manoeuvres the autonomous underwater vehicle to dive by pivoting the propeller disc11(seeFIG.7) downward. Consequently, by pivoting the propeller disc about the teetering hinge axis26, the control circuitry manoeuvres the autonomous underwater vehicle1. In this case, the first arc segment is on the lower side of the propeller disc11and the second arc segment is on the upper side of the propeller disc, and the first drive thrust is higher than the second drive thrust, the autonomous underwater vehicle1thus turns downward. InFIG.2cis shown a watercraft vehicle1according to a third example making use of a second propeller7′. A propeller disc of the second propeller7′ and a propeller disc of the first propeller7are pivoted downward for moving the watercraft vehicle1upward UP. FIGS.3a-3cillustrate watercraft vehicles1according to a fourth, fifth and sixth example in a view from behind.FIG.3ashows a propeller7with two propeller blades8,10.FIG.3bshows a propeller7with four propeller blades8,8′,10,10′.FIG.3cshows a propeller7with three propeller blades. FIG.4illustrates a section of a watercraft vehicle1having a hull28according to a seventh example. Alternatively, for compact storage of the watercraft vehicle1in e.g. a launch compartment (not shown), a respective first8and second (not shown) propeller blade can be folded into contact with and along the hull28of the watercraft vehicle1. In this example, the first and second propeller blade are encompassed into recesses30(only one is shown) of the hull28. The first propeller blade8is folded about its first oblique lag-pitch hinge22′ and the second propeller blades are folded about the second oblique lag-pitch hinge (not shown). FIG.5illustrates a hub17of a propeller shaft9of a watercraft vehicle1according to an eight example in a perspective view. A first propeller blade8is coupled to the hub17of the propeller shaft9via a first oblique lag-pitch hinge22′ of the hub17. A second propeller blade (not shown) opposite the first propeller blade8is coupled to the hub17via a second oblique lag-pitch hinge (not shown) of the hub17. The hub17, carrying the first oblique lag-pitch hinge22′ and the second oblique lag-pitch hinge, is thus coupled between the propeller shaft9and the propeller blades. The first propeller blade8is thus hingedly arranged about a first oblique axis21′ of the first oblique lag-pitch hinge22′. The second propeller blade is thus hingedly arranged about a second oblique axis (not shown) of the second oblique lag-pitch hinge. The first oblique axis21′ of the first oblique lag-pitch hinge22′ is oriented in a direction oblique to the axis of rotation RX when the hub17is in neutral state (not pivoted relative the axis of rotation RX). The second oblique axis (not shown) of the second oblique lag-pitch hinge (not shown) is oriented in a direction oblique to the axis of rotation RX and parallel with the first oblique axis21′. Alternatively, the hub17is hingedly coupled to the propeller shaft9via a teetering hinge25having a teetering hinge axis26. The teetering hinge axis26is oriented normal (transverse) to the axis of rotation RX of the propeller shaft9. Alternatively, a control circuitry (not shown) of the watercraft vehicle1is configured to pivot the hub17and thus the propeller disc about the teetering hinge axis26by controlling rate of change of the rotational velocity of the propeller shaft9in a first arc segment of the propeller disc (e.g. seeFIG.7). The control circuitry is thus configured for manoeuvring the autonomous underwater vehicle1by providing a first drive thrust in the first arc segment and to provide a second drive thrust in a second arc segment for pivoting the propeller disc for manoeuvring the watercraft vehicle1. FIGS.6a-6gillustrate an exemplary functionality of a propeller assembly7of a stern of a watercraft vehicle according to a ninth example. A propeller shaft9is rotated about the axis of rotation RX and in clockwise rotation direction RD (by means of a motor of the watercraft vehicle, not shown) seen in a view from behind of the watercraft vehicle. InFIG.6ais shown a first propeller blade8comprising an upper side61and a lower side (hidden) and a trailing edge63. An inner end of the first propeller blade8may be hingedly arranged about a first lead lag hinge65of a first yoke66. The first lead lag hinge65extends parallel with the axis of rotation in a neutral state (wherein the propeller blade neither being accelerated nor decelerated but being at constant rotational velocity). The first yoke66may be hingedly coupled to a first oblique axis21′ of a first oblique lag-pitch hinge22′ of a hub17. A second oblique axis21″ is provided on the other side of the axis of rotation RX. Alternatively, a first angle α1of 45° is defined between the first oblique axis and the axis of rotation and a second angle α2of 45° is defined between the second oblique axis21″ and the axis of rotation RX. The first oblique axis21′ is oriented parallel with the second oblique axis21″. The first propeller blade8exhibits a first pitch angle and/or first angle of attack due under constant rotational velocity (constituting the initial velocity v1discussed below) of the propeller shaft9, which generates a first drive thrust T′ (in said neutral state). A control circuitry (not shown) is configured to momentary increase, when the first propeller blade8is positioned in a first arc segment13′ (FIG.6b), the rotational velocity of the propeller shaft9. This is achieved by momentary increasing the rotational velocity of the motor. Alternatively, by the controlled momentary acceleration of the rotational velocity of the propeller shaft9, the first propeller blade8will pivot about the lead lag hinge65slightly in a direction opposite the rotation direction RD of the propeller shaft9according to arrow67. Under the momentary acceleration of the rotational velocity in the first arc segment13′ toward a higher velocity v2, the first propeller blade8, due to its inertia, strives in a direction opposite the rotation direction RD of the propeller shaft9. This implies that the first propeller blade8will pivot about the first oblique axis21′ of the first oblique lag-pitch hinge22′ and decreasing its first pitch angle and/or first angle of attack. The first propeller blade8will thus pivot about the first oblique axis21′ and change (decrease) its first pitch angle and/or first angle of attack momentary to a second pitch angle and/or second angle of attack in the first arc segment13′, which generates a second drive thrust T″, as shown inFIG.6c. InFIG.6cis shown that the first yoke66together with the first propeller blade8, due to said inertia of the first propeller blade8and said acceleration, is rotated about the first oblique axis21′ (arrow gh) and thus decreasing the first pitch angle and/or first angle of attack of the first propeller blade8exposing a less lower side71to the water mass to be displaced. Due to the lower second pitch angle and/or second angle of attack, the second drive thrust T″ is lower than the first drive thrust T′. Subsequently, the rotational velocity v2is decelerated to the initial velocity v1and the first propeller blade8pivots back to the first pitch angle and/or first angle of attack, again generating the first drive thrust T′. The control circuitry thus being configured to provide a first drive thrust T′ in the first arc segment of the propeller disc and being configured to provide a second drive thrust T2in a second arc segment of the propeller disc by controlling said rate of change of the rotational velocity (here acceleration), wherein the first propeller blade pitch change is achieved about the first oblique axis and a second propeller blade pitch change is achieved about the second oblique axis, further explained in regard to a second propeller blade10(FIGS.6d-6g). The sequence described in regard toFIGS.6d-6goccurs simultaneously with the sequence described in regard toFIGS.6a-6c. The propeller shaft9rotates about the axis of rotation RX and in clockwise rotation direction RD. InFIG.6dis shown the second propeller blade10comprising a lower side71and an upper side (hidden) and a leading edge73. An inner end of the second propeller blade10may be hingedly arranged about a second lead lag hinge75of a second yoke76. The second lead lag hinge75extends parallel with the axis of rotation in said neutral state. The second yoke76may be hingedly coupled to a second oblique axis21″ of a second oblique lag-pitch hinge22″ of the hub17. The second propeller blade10exhibits a second pitch angle and/or second angle of attack under said constant rotational velocity generating a drive thrust (in said neutral state) corresponding with the first drive thrust T′ of the first propeller blade8. The second pitch angle and/or second angle of attack may preferably exhibit the same pitch angle and/or angle of attack as that of the first pitch angle and/or first angle of attack of the first propeller blade8under said constant rotational velocity. The control circuitry momentary increases, when the second propeller blade10is positioned in a second arc segment13″ (FIG.6e), the rotational velocity of the propeller shaft9. The second propeller blade10is positioned in a second arc segment13″ at the same time as the first propeller blade8is positioned in the first arc segment13′ shown inFIG.6b. Alternatively, by the controlled momentary acceleration of the rotational velocity of the propeller shaft9, the second propeller blade10will pivot about the second lead lag hinge75slightly in a direction opposite the rotation direction RD of the propeller shaft9according to arrow77. Under the momentary acceleration of the rotational velocity of the propeller shaft9in the second arc segment13″ toward the higher velocity v2, the second propeller blade10, due to its inertia, strives in a direction opposite the rotation direction RD of the propeller shaft9. This implies that the second propeller blade10will pivot about the second oblique axis21″ of the second oblique lag-pitch hinge22′ and increasing its (first) pitch angle and/or (first) angle of attack. The second propeller blade10will thus pivot about the second oblique axis21″ and change (increase) its (first) pitch angle and/or (first) angle of attack momentary to a third pitch angle and/or third angle of attack in the second arc segment13″, which generates a third drive thrust T″, as shown inFIG.6f. Due to the increased third pitch angle and/or third angle of attack, the third drive thrust T′″ is higher than the first drive thrust T′. InFIG.6fis shown that the second yoke76together with the second propeller blade10, due to said inertia of the second propeller blade10and said acceleration, is rotated about the second oblique axis21″ (arrow gi) and thus increasing the first pitch angle and/or first angle of attack of the second propeller blade10exposing a larger lower side71to the water mass to be displaced. Subsequently, the rotational velocity v2is decelerated to the initial velocity v1and the second propeller blade10pivots back to the first pitch angle and/or first angle of attack, again generating the first drive thrust T′ as shown inFIG.6d. InFIG.6gis shown that the hub17of the propeller assembly7is hingedly coupled to the propeller shaft9via a teetering hinge25having a teetering hinge axis26, which is oriented, in a neutral state (the second drive thrust T″ being equal to the third drive thrust T′″ of the propeller disc), normal to the axis of rotation RX of the propeller shaft9. Alternatively, a control circuitry5is configured to pivot the propeller disc11about the teetering hinge axis26by controlling said rate of change of the rotational velocity by applying a change (increasing or decreasing) of the rotational velocity of the propeller shaft9at selected positions of the first and second segment13″, for manoeuvring the watercraft vehicle. The first arc segment is opposite the second arc segment on the other side of the axis of rotation RX. This is achieved by the fact that the higher drive thrust, generated in the second arc segment13″ (seeFIG.7andFIG.6f), and the lower drive thrust, generated in the first arc segment13′, will pivot the propeller disc about the teetering hinge axis26involving that the direction of the total force of the main thrust of the propeller disc11is oriented in a direction different from the extension of the central axis CA of the watercraft vehicle1. Alternatively, the extension of the teetering hinge axis26is oriented perpendicular to the respective extension of the first and second arc segment13′,13″. Alternatively, the first propeller blade pitch change involves increased angle of attack of the first propeller blade generating larger thrust of the first propeller blade in the first arc segment and a second propeller blade pitch change involves decreased angle of attack of the second propeller blade generating smaller thrust of the second propeller blade in the second arc segment. FIG.7illustrates a propeller disc11of a watercraft vehicle1according to a tenth example. A control circuitry (not shown) is configured to provide a first drive thrust in a first arc segment13′ of a propeller disc11and to provide a second drive thrust in a second arc segment13″ of the propeller disc11by controlling a rate of change of rotational velocity v of a propeller shaft9coupled to a propeller assembly7forming the propeller disc11under rotation about an axis of rotation RX. The propeller assembly7comprises a first propeller blade8and an opposite second propeller blade10. The first propeller blade8performs a first propeller blade pitch change about a first oblique axis (not shown, see e.g.FIG.6a) and the second propeller blade8performs a second propeller blade pitch change about a second oblique axis (not shown, see e.g.FIG.6a), by momentary accelerating or decelerating the rotational velocity of the propeller assembly7when the first propeller blade8reaches the first arc segment13′ at the same time as the second propeller blade10reaches the second arc segment13″. A sensor arrangement of a control circuitry is configured to detect the angular position of the first and second propeller blades8,10. The control circuitry is configured to, from received control signals, define new positions of the first and second arc segment13′,13″ upon desired manoeuvres to be made. FIG.8illustrates a further example of a watercraft vehicle1having a hull28, which watercraft vehicle1also makes use of a second propeller7′. Propeller blades of a first propeller7and the second propeller7′ are folded toward and against the hull28for compact storage of the watercraft vehicle1in a launching chamber88. FIG.9illustrates a watercraft vehicle1according to a further example. The watercraft vehicle1comprises a camera91configured for generating remote sensing images and comprises a global positioning system GPS receiver93. A control circuitry5of the watercraft vehicle1is coupled to the camera91and to the global positioning system GPS receiver93. Alternatively, the watercraft vehicle1may comprise a thermal detector, an ultra-sonic detector, and/or an under-water object sensing detector. A motor3is coupled to a propeller shaft9via a gear mechanism95. The propeller shaft9is coupled to a propeller7having a first propeller blade8and a second propeller blade10, each propeller blade is hingedly coupled to the propeller shaft9via a respective oblique axis. The control circuitry5is configured to, twice per revolution of the propeller shaft9, momentary change the drive thrust of the motor3for providing acceleration of the first propeller blade8and the second propeller blade10, wherein the first propeller blade8pivots to a lower angle of attack and the second propeller blade10pivots to a higher angle of attack, thereby turning the watercraft vehicle. A first propeller blade pitch change involves decreased angle of attack of the first propeller blade8generating lower thrust of the first propeller blade8than the thrust generated by the second propeller blade10. A second propeller blade pitch change involves increased angle of attack of the second propeller blade10generating higher thrust of the second propeller blade10than the thrust generated by the first propeller blade8. A communication circuitry94is configured to communicate with the other co-operative watercraft vehicles. FIG.10illustrates a set of co-operative watercraft vehicles1according to a further example. The watercraft vehicles1are configured as air-dropped AUV drones launched from an aircraft99in the water w. The watercraft vehicles1propel themselves in an intelligent and co-operative manner. In such way is provided a low-cost, intelligent and compact set of co-operative watercraft vehicles configured for e.g. search-and-rescue mission. Each watercraft vehicle comprises a communication circuitry (seeFIG.9and ref.94) coupled to the control circuitry5, the communication circuitry94is configured to communicate with the other co-operative watercraft vehicles. FIG.11illustrates a flowchart showing an exemplary method of manoeuvring a watercraft vehicle according to a further example. The watercraft vehicle comprises a drive motor arrangement coupled to a control circuitry configured for manoeuvring the watercraft vehicle; a propeller shaft coupled between the drive motor arrangement and a propeller assembly, forming a propeller disc during rotation of said propeller shaft about an axis of rotation; a hub member of the propeller shaft coupled to the propeller assembly; a first propeller blade of the propeller assembly being hingedly coupled to a first oblique lag-pitch hinge of the hub member; a second propeller blade of the propeller assembly being hingedly coupled to a second oblique lag-pitch hinge of the hub member; a first oblique axis of the first oblique lag-pitch hinge being oriented in a direction oblique to the axis of rotation; a second oblique axis of the second oblique lag-pitch hinge being oriented in a direction oblique to the axis of rotation and parallel with the first oblique axis; the control circuitry being configured to provide a first drive thrust in a first arc segment of the propeller disc and to provide a second drive thrust in a second arc segment of the propeller disc by controlling a rate of change of rotational velocity. The method comprises a first step1101starting the method. A second step1102shows the performance of the method. A third step1103comprises stopping of the method. The second step1102may comprise; rotating the propeller shaft about the axis of rotation forming the propeller disc; changing the rotational velocity for achieving said rate of change of rotational velocity in said first arc segment for providing a first propeller blade pitch change about the first oblique axis and for achieving said rate of change of rotational velocity in said second arc segment for providing a second propeller blade pitch change about the second oblique axis; increasing the angle of attack of the first propeller blade by said first propeller blade pitch change generating larger thrust of the first propeller blade in the first arc segment; decreasing the angle of attack of the second propeller blade by said second propeller blade pitch change generating smaller thrust of the second propeller blade in the second arc segment, and providing constant rate of rotation of the propeller shaft for generating linear thrust. FIG.12illustrates a flowchart showing an exemplary method of manoeuvring a watercraft vehicle according to a further example. The method comprises a first step1201starting the method. A second step1202shows rotating the propeller shaft about the axis of rotation forming the propeller disc. A third step1203shows changing the rotational velocity for achieving said rate of change of rotational velocity in said first arc segment for providing a first propeller blade pitch change about the first oblique axis and for achieving said rate of change of rotational velocity in said second arc segment for providing a second propeller blade pitch change about the second oblique axis. A fourth step1204shows increasing the angle of attack of the first propeller blade by said first propeller blade pitch change generating larger thrust of the first propeller blade in the first arc segment. A fifth step1205shows decreasing the angle of attack of the second propeller blade by said second propeller blade pitch change generating smaller thrust of the second propeller blade in the second arc segment. A sixth step1206shows providing constant rate of rotation of the propeller shaft for generating linear thrust. A seventh step1207shows pivoting the propeller disc about a teetering hinge axis by the provided first and second propeller blade pitch change. A seventh step1208comprises stopping of the method. Alternatively, the method steps1204and1205comprises the further step of in that the control circuitry being configured to increase, when the first propeller blade is positioned in the first arc segment and/or the second propeller blade is positioned in the second arc segment, momentary the rotation rate of the propeller shaft (changing the drive thrust) so that a first propeller blade pitch change involves increased angle of attack and/or the second propeller blade pitch change involves decreased angle of attack. FIG.13illustrates a control circuitry5of a watercraft vehicle1according to a further example. The control circuitry5is coupled to a drive motor arrangement. The control circuitry of the watercraft vehicle1is configured to pivot the hub and thus the propeller disc about the teetering hinge axis by controlling rate of change of the rotational velocity of the propeller shaft momentary when the first and second propeller blade reaching the respective first and second arc segment of the propeller disc. The control circuitry may be configured for manoeuvring the autonomous underwater vehicle1by providing a first drive thrust in the first arc segment and to provide a second drive thrust in a second arc segment for pivoting the propeller disc for manoeuvring the watercraft vehicle1. The control circuitry5is configured to manoeuvre the watercraft vehicle1by selecting and defining first and second arc segments from desired manoeuvring. The watercraft vehicle1comprises the drive motor arrangement (not shown) coupled to the control circuitry. A propeller shaft (not shown) is coupled between the drive motor arrangement and a propeller assembly forming a propeller disc during rotation of said propeller shaft about an axis of rotation. The control circuitry5is configured to manage the rate of change of the rotational velocity of the propeller shaft momentary in selected first and second arc segment of the propeller disc. A hub member of the propeller shaft coupled to the propeller assembly. A first propeller blade of the propeller assembly being hingedly coupled to a first oblique lag-pitch hinge of the hub member and a second propeller blade of the propeller assembly being hingedly coupled to a second oblique lag-pitch hinge of the hub member. A first oblique axis of the first oblique lag-pitch hinge being oriented in a direction oblique to the axis of rotation and a second oblique axis of the second oblique lag-pitch hinge being oriented in a direction oblique to the axis of rotation (RX) and parallel with the first oblique axis. The control circuitry5being configured to provide a first drive thrust in a first arc segment of the propeller disc and to provide a second drive thrust in a second arc segment of the propeller disc by controlling a rate of change of the rotational velocity, wherein first propeller blade pitch change is achieved about the first oblique axis and second propeller blade pitch change is achieved about the second oblique axis. The control circuitry5comprises a computer. The control circuitry5comprises a non-volatile memory NVM1320, which is a computer memory that can retain stored information even when the computer is not powered. The control circuitry5further comprises a processing unit1310and a read/write memory1350. The NVM1320comprises a first memory unit1330. A computer program (which can be of any type suitable for any operational data) is stored in the first memory unit1330for controlling the functionality of the control circuitry5. Furthermore, the control circuitry5comprises a bus controller (not shown), a serial communication left (not shown) providing a physical interface, through which information transfers separately in two directions. The control circuitry5may comprise any suitable type of I/O module (not shown) providing input/output signal transfer, an A/D converter (not shown) for converting continuously varying signals from a sensor arrangement (not shown) of the control circuitry configured to detect the angular position of the first and second propeller blades, wherein the control circuitry is configured to, from received control signals, define new positions of the first and second arc segment upon desired watercraft vehicle manoeuvres to be made, and information about the rate of change of the rotational velocity and/or rate of rotational velocity, into binary code suitable for the computer, and from other operational data. The control circuitry5also comprises an input/output unit (not shown) for adaptation to time and date. The control circuitry5comprises an event counter (not shown) for counting the number of event multiples that occur from independent events in operation of the watercraft vehicle1. Furthermore, the control circuitry5includes interrupt units (not shown) associated with the computer for providing a multi-tasking performance and real time computing for automatically and/or autonomous maneuvering the watercraft vehicle1. The NVM1320also includes a second memory unit1340for external sensor check of the sensor arrangement. A data medium for storing a program P may comprise program routines for automatically adapting the maneuvering of the watercraft vehicle1in accordance with operational data of co-operative watercraft vehicles manoeuvring and/or autonomous manoeuvring by means of the control circuitry5. The data medium for storing the program P comprises a program code stored on a medium, which is readable on the computer, for causing the control circuitry5to perform the method and/or method steps described herein. The program P further may be stored in a separate memory1360and/or in the read/write memory1350. The program P, in this embodiment, is stored in executable or compressed data format. It is to be understood that when the processing unit1310is described to execute a specific function that involves that the processing unit1310may execute a certain part of the program stored in the separate memory1360or a certain part of the program stored in the read/write memory1350. The processing unit1310is associated with a data port999for communication via a first data bus1315able to be coupled to the drive motor arrangement for momentary change the drive thrust of the motor for providing acceleration or deceleration of the first propeller blade and the second propeller blade in a respective first and second arc segment, wherein the first propeller blade pivots to a lower angle of attack and the second propeller blade pivots to a higher angle of attack (achieved by parallel first and second oblique lag-pitch hinge axes of the hub), thereby turning the watercraft vehicle. The non-volatile memory NVM1320is adapted for communication with the processing unit1310via a second data bus1312. The separate memory1360is adapted for communication with the processing unit610via a third data bus1311. The read/write memory1350is adapted to communicate with the processing unit1310via a fourth data bus1314. The data port999is preferably connectable to data links connected to e.g. an under-water object sensing detector, a global positioning system GPS receiver and/or other sensor devices. When data is received by the data port999, the data will be stored temporary in the second memory unit1340. After that the received data is temporary stored, the processing unit1310will be ready to execute the program code, according to the above-mentioned method. Preferably, the signals (received by the data port999) comprise information about operational status of the drive motor arrangement. The signals may also comprise information regarding rate of change of the rotational velocity of the propeller shaft, the rotational velocity of the drive motor arrangement, positions of co-operative watercraft vehicles, or other information. The received signals at the data port999can be used by the control circuitry5for controlling and monitoring automatic calibration of the sensor device1. Information and data may be manually fed to the control circuitry via a suitable communication device, such as a computer display or a touchscreen. The method can also partially be executed by the control circuitry5by means of the processing unit1310, which processing unit1310runs the program P being stored in the separate memory1360or the read/write memory1350. When the control circuitry5runs the program P, the suitable method steps disclosed herein will be executed. The present invention is of course not in any way restricted to the preferred embodiments described above, but many possibilities to modifications, or combinations of the described embodiments thereof should be apparent to a person with ordinary skill in the art without departing from the basic idea of the invention as defined in the appended claims. | 34,123 |
11858607 | DESCRIPTION OF EMBODIMENTS An embodiment of the invention will be described with reference toFIGS.1to6D. As used herein, the front face side of a blade120is set to the front side. The references are given as “Front, Rear, Left, Right, Up, and Down” inFIG.2. An oar100inFIG.2is a stroke side (right side when viewed from a rower) oar used for a rowing boat. The blade120is used for paddling while made to stand in a vertical direction. The “front side” is a front surface (front face) side of the blade120; and the “rear side” is the rear surface (back face) side of the blade120and the “boat traveling side”. The oar100may be any one of a scull oar or a sweep oar. <<Oar Configuration>> FIG.1shows that the oar100includes: a long narrow shaft110; a blade120fixed to the leading end side (right end side) of the shaft110; a handle130fixed to the base end side (left end side) of the shaft110; and an angle changeable apparatus1fixed to the slightly base end side of the shaft110. The shaft110is an elongated cylinder extending along the shaft line O1in a left-to-right direction, and made of FRP such as CFRP (Carbon Fiber Reinforced Plastic) or GFRP (Glass Fiber Reinforced Plastic). The blade120is a paddling part and is a wide plate-shaped body. As used herein, a blade width direction line O2is set which extends in the widthwise direction of the blade120and intersects the shaft line O1(seeFIG.5). The handle130is a part gripped by a rower. Such an oar100can be used while inserted in a rowlock200(seeFIG.5) and is operated using the rowlock200as a pivot. The rowlock200is shaped like a letter U. Its rotating shaft part210has a straight pin220inserted and extending vertically. Accordingly, the rowlock200is rotatably supported using the straight pin220as a pivot. The lower end of the straight pin220is fixed via a rigger (not shown) to a boat (not shown). The straight pin220is generally used while somewhat tilted. Here, to make the description simple, a vertically extending structure is exemplified. <<How Angle Changeable Apparatus is Configured>> As illustrated inFIGS.2to6D, the angle changeable apparatus1is an apparatus in which the angle of the shaft110(blade120) relative to the sleeve10(rowlock200) is changeable. The angle changeable apparatus1includes: a substantially rectangular tube-shaped sleeve10; a shaft-side member20; a sleeve-side member30; a slider40; and a collar50. <Sleeve> The sleeve10is shaped like a rectangular tube. The shaft110is inserted into the inside. The sleeve10is a part supported by the rowlock200(seeFIG.5). The sleeve10includes a first half11provided on the front upper side and a second half12provided on the rear lower side. The first half11and the second half12each have an approximately ½ cylindrical shape. The engaged surface is set along an obliquely rising surface that rises obliquely as the distance to the rear side becomes shorter. The state in which the first half11and the second half12are combined is maintained via a bolt(s) and a nut(s) (not shown) used for securing both. The rear face12aof the second half12extends vertically. Next, the oar100may be operated so as to make the boat move forward, that is, a rower may row the handle130rearward (in the boat traveling direction), rear face12aof the second half12is in press contact with the rotating shaft part210of the rowlock200. Then, while the blade120, which has been submerged under water, reaches a fixed point, the oar100may rotate using the press contact portion as a pivot. This make the boat move forward. Specifically, during the boat forward movement, the rear face12aof the second half12is in press contact with the rotating shaft part210of the rowlock200. Thus, the sleeve10is positioned to the rowlock200while not rotating in the circumferential direction. As used herein, the reference axis line O3is set which is in parallel with the rear face12aand the rotating shaft part210and intersects the shaft line O1(seeFIG.5). Now, the case is illustrated in which in the initial state (at the neutral position of the slider40), the blade width direction line O2and the reference axis line O3are in parallel; and the blade120is perpendicular to the water surface. The obliquely upper front side of the first half11is provided with a window section11ahaving an elongated hole extending in the shaft direction (left-right direction). An edge of the window section11ais marked with a scale11bcorresponding the angle of rotation of the shaft110(blade120). Each cylindrical spacer16is provided between the shaft110and the corresponding end of the sleeve10. The spacer16is fixed using, for instance, an adhesive to the shaft110and is slidably in contact with the corresponding end15. Then, the thickness of the spacer16may be changed, if appropriate. This makes it possible to mount the sleeve10to the shaft110with a different thickness without modifying the sleeve10. In addition, the embodiment may be configured such that the spacer16is slidably in contact with the sleeve10in the shaft direction so that the spacer16is positioned to the sleeve10in the shaft direction. <Shaft-Side Member> The shaft-side member20is a member fixed using, for instance, an adhesive onto the circumference surface of the shaft110, and is an approximately ¼ cylinder having a central angle of about 90 degrees in a cross-sectional view while extending in the shaft direction (left-right direction). Specifically, the shaft-side member20itself is a projected section (first guiding part) that protrudes radially outward relative to the circumference surface of the shaft110and extends in the shaft direction. Provided that the shape is not limited to the approximately ¼ cylinder. It is possible to freely modify, if appropriate, the shape to, for example, an approximately ½ cylinder. The same applies to a slider main body41described below. Each end face20aof the shaft-side member20in the shaft direction is provided along the circumferential direction. Respective circumferential lateral surfaces20bof the shaft-side member20are in parallel to each other and are provided along the shaft direction. <Sleeve-Side Member> The sleeve-side member30is a member fixed using, for instance, an adhesive onto the inner periphery of the first half11, and is an approximately ½ cylinder having a central angle of about 180 degrees in a cross-sectional view while extending in the shaft direction (left-right direction). In other words, the first half11(sleeve10) is fixed to the sleeve-side member30on the radially outward side. The sleeve-side member30has an elongated hole31(second guiding part) that is inclined relative to the shaft direction and extends in an oblique direction. That is, respective circumferential internal surfaces31bof the elongated hole31are in parallel to each other and extend in the oblique direction. Specifically, the elongated hole31(internal surface31b) is part of spiral that has a markedly long pitch and extends in the shaft line O1direction while using the shaft line O1as a center line. As used herein, the elongated hole31is inclined clockwise more as the distance to the leading end side (right side) becomes shorter. Specifically, the angle of inclination between the oblique direction (lengthwise direction) of the elongated hole31and the shaft direction is set to, for instance, more than 0 degrees and 3 degrees or less (0 degrees<oblique direction≤3 degrees, preferably 0.5 degrees<oblique direction≤0.9 degrees). In other words, if the diameter of the shaft110is, for example, 45 mm, the distance of 100 mm in the shaft direction is designed to twist the angle by about 3 degrees when viewed in the shaft direction. In this way, in the case where the angle of inclination is more than 0 degrees and 3 degrees or less, the oblique direction is configured to be substantially perpendicular to the circumferential direction. Accordingly, when circumferential force (rotational force) is applied from the sleeve-side member30(sleeve10), there is an markedly low risk of causing the sleeve-side member30(sleeve10) to rotate. That is, small maintenance force by, for instance, the collar50can retain the post-adjustment angle θ (position of the slider40) as described later. Note that changing the angle of inclination of the elongated hole31can change the angle of relative rotation between the shaft-side member20and the sleeve-side member30in response to the amount of sliding of the slider40. That is, as the angle of inclination of the elongated hole31becomes larger, it is possible to increase the angle of relative rotation between the shaft-side member20and the sleeve-side member30. Each inner surface31aof the elongated hole31in the shaft direction is provided along the circumferential direction. Each inner surface31ais slidably in contact with the corresponding end face20aof the shaft-side member20in the circumferential direction. Due to this, the sleeve-side member30cannot be displaced relative to the shaft-side member20in the shaft direction. The width W31of the elongated hole31in the circumferential direction is larger than the width W20of the shaft-side member20(W31>W20). This makes it possible to displace the sleeve-side member30relative to the shaft-side member20in the circumferential direction. Specifically, the sleeve-side member30is configured to be able to rotate relative to the shaft-side member20, which has been inserted in the elongated hole31, in the circumferential direction while the sleeve-side member30is restricted by the shaft-side member in the shaft direction. Both ends of the sleeve-side member30in the circumferential direction are each provided with a flange portion32protruding radially outward. The flange portion32is engaged with a stepped groove11cformed at the inner periphery of the first half11on each side in the circumferential direction. In this way, the sleeve-side member30and the first half11(sleeve10) are bonded to each other and are further engaged in the circumferential direction. Thus, the sleeve-side member30and the first half11(sleeve10) are not subject to relative rotation. This can cause the sleeve10and the sleeve-side member30to integrally rotate when the slider40slides as described later. <Slider> The slider40is a member configured to slide between the shaft-side member20and the sleeve-side member30. The slider40includes: a slider main body41that has a central angle of about 90 degrees in a cross-sectional view and is shaped like an approximately ¼ cylinder extending in the oblique direction; and a grip part42that protrudes radially outward relative to the outer periphery of the slider main body41and extends in the shaft direction. <Slider-Slider Main Body> The slider main body41has substantially the same thickness as the sleeve-side member30, and is a second guided part configured to be guided by the elongated hole31(second guiding part). That is, respective circumferential lateral surfaces41bof the slider main body41are in parallel to each other and are slidably in contact with the circumferential internal surfaces31bof the elongated hole31. In the oblique direction, the length L41of the slider main body41is shorter than the length L31of the elongated hole31(L41<L31). Specifically, the slider main body41(second guided part) slidably fit the elongated hole31in the oblique direction. The inner periphery of the slider main body41has a groove41c(first guided part) extending in the shaft direction (seeFIGS.3and5). The depth of the groove41cis about half of the thickness of the slider main body41. The groove41cfits the shaft-side member20. Accordingly, the slider main body41is guided by the shaft-side member20and can slide in the shaft direction. That is, the groove41cis a first guided part guided by the shaft-side member20. When one end face41aof the slider main body41in the shaft direction comes into contact with the corresponding inner surface31aof the elongated hole31in the shaft direction, movement of the slider main body41in the shaft direction is restricted (seeFIGS.6A and6C). Note that the intermediate position of the shaft-side member20in the shaft direction is designed to be the neutral position of the slider main body41(seeFIG.4). Then, in the case where the slider main body41is at the neutral position, the angle θ between the blade width direction line O2and the reference axis line O3is set to 0 degrees (seeFIGS.4and5). <Slider Grip Part> The grip part42protrudes radially outward relative to the outer periphery of the slider main body41and is a protruding part that extends in the shaft direction and faces the outside through the window section11a. When a rower grips the grip part42and makes the slider main body41(slider40) slide, the slider40can slide in this configuration. End faces42aof the grip part42in the shaft direction each have a recessed curve that is somewhat concave inwardly in the shaft direction. This makes it easy to grip the grip part42by fingers. A gap is formed between the grip part42and the window section11ain the circumferential direction. This allows the first half11not to interfere with the grip part42even if the first half11rotates relatively. <Collar> The collar50is an annular member attached to the outer periphery of the sleeve10, and is a stopper member provided inwardly of the rowlock200in the shaft direction. In this way, the collar50is locked on the rowlock200, so that the oar100does not come off from the rowlock200. The collar50is structured by combining a first half51and a second half52, which are each shaped like a letter C (seeFIG.2). The state in which the first half51and the second half52are combined is maintained via a bolt(s) used to fasten the two and/or a metal band used to wound the two. In this way, the combination of the first half51and the second half52can somewhat reduce the diameter of the sleeve10, so that the slider40is locked in the shaft direction. <<Operation and Effects of Angle Changeable Apparatus or Oar>> The following describes operation and effects of the angle changeable apparatus1or the oar100. <Slider: Slid on Leading End Side (Right Side)> As shown inFIG.6A, the slider40is made to slide toward the leading end side while the shaft110(shaft-side member20) is fixed and the grip part42is gripped. Then, as shown inFIG.6B, the sleeve-side member30and the sleeve10rotates counterclockwise relative to the shaft110when viewed in the shaft leading end direction (seethe arrow A1). That is, the blade width direction line O2is inclined rearward relative to the reference axis line O3(vertical direction). <Slider: Slid on Base End Side (Left Side)> As shown inFIG.6C, the slider40is made to slide toward the base end side while the shaft110(shaft-side member20) is fixed and the grip part42is gripped. Then, as shown inFIG.6D, the sleeve-side member30and the sleeve10rotates clockwise relative to the shaft110when viewed in the shaft leading end direction (see the arrow A2). That is, the blade width direction line O2is inclined forward relative to the reference axis line O3(vertical direction). SUMMARY In this way, the slider40is made to slide, so that the sleeve10and the shaft110are subject to relative rotation. This makes it possible to continuously and easily adjust and change, with precision and in a short time, the angle θ of the shaft110(blade120) relative to the sleeve10. Meanwhile, the operation of sliding the slider40can be performed on a boat, namely on water. Modification Embodiment Hereinabove, one embodiment of the invention has been described. However, the invention is not limited to the one embodiment, and may be modified, for example, as follows. The above embodiment is an example of configuration in which the shaft-side member20(first guiding part) extends in the shaft direction and the elongated hole31(second guiding part) of the sleeve-side member30extends in the oblique direction relative to the shaft direction. Another example may involve a configuration in which the shaft-side member20(first guiding part) extends in an oblique direction relative to the shaft direction and the elongated hole31(second guiding part) extends in the shaft direction. The above embodiment is an example of configuration in which the first guiding part (shaft-side member20) is a projected section that protrudes radially outward and the first guided part is the groove41c. Another example may involve a configuration in which the first guiding part is a groove formed at the shaft-side member20and the first guided part is a projected section that is formed protruding on the inner periphery of the slider main body41. Likewise, the configuration is exemplified in which the second guiding part is the elongated hole31and the second guided part is the slider main body41. Another example may involve a configuration in which the second guiding part is a projected section that is formed protruding on the inner periphery of the sleeve-side member30and the second guided part is a groove formed on the outer periphery of the slider main body41. The above embodiment is an example of configuration in which each end face20aof the shaft-side member20is slidably in contact with the corresponding inner surface31aof the elongated hole31of the sleeve-side member30so that the sleeve-side member30is restricted in the shaft direction. Another example may involve a configuration in which the outer periphery of the shaft-side member20has a projected section in the circumferential direction and the inner periphery of the sleeve-side member30has a groove extending in the circumferential direction, so that the projected section slidably fits the groove. The above embodiment is an example of configuration in which the entire shaft-side member20is the first guiding part. Another example may involve a configuration in which the outer periphery of the shaft-side member20has one or more projected sections (first guiding part) that extend in the shaft direction and protrude stepwise, so that the projected sections fit the groove41cof the slider40. Likewise, an embodiment may be configured such that the outer periphery of the slider main body41has one or more projected sections (second guided part) that extend in the shaft direction and protrude stepwise so that the projected sections fit the elongated hole31of the sleeve-side member30. The above embodiment is an example of configuration of the angle changeable apparatus1in which the relative angle between the sleeve10and the shaft110of the oar100is changeable. However, the site where the angle changeable apparatus1is applicable is not limited to the above site. For example, it may be configured such that the angle changeable apparatus1is applied to a canoe paddle to be able to change the angle between a sleeve at a grip part and a shaft that is inserted into the sleeve and has a blade at the leading end. The above embodiment is an example of configuration in which the diameter of the collar50is reduced to somewhat decrease the diameter of the sleeve10so that the slider40is locked in the shaft direction. Another example may involve a configuration in which an automatic locking mechanism for holding a cutter blade at a given position of a cutter is applied between the slider40and the shaft-side member20so that this automatic locking mechanism is used to hold the slider at the given position. The above embodiment is an example of configuration in which the shaft-side member20extends in the shaft direction and the elongated hole31of the sleeve-side member30extends in the oblique direction relative to the shaft direction. Another example may involve a configuration in which the shaft-side member20and the elongated hole31each extend in an oblique direction relative to the shaft direction and the two are not in parallel. The above embodiment is an example of configuration in which the grip part42is gripped so as to cause the slider40to slide. Another example may involve a configuration in which a rack-and-pinion mechanism shown inFIG.7is used to cause the slider40to slide. Note that inFIG.7, the sleeve10is omitted. This angle changeable apparatus1includes a rack60and a pinion70. The rack60is an approximately ⅛ cylinder and extends on the left side in the shaft direction relative to the slider main body41(slider40). That is, the rack60and the slider main body41are integrated. About half on the left side of the outer periphery of the rack60has a rack gear61. The rack60passes through a notch33that is provide on the left side of the sleeve-side member30and allows for communication between the elongated hole31and the outside. The circumferential width of the notch33is designed such that even if the sleeve-side member30and the shaft110are subject to relative rotation, the sleeve-side member30does not interfere with the rack60. The pinion70is a circular cylinder member extending substantially in the tangential direction of the shaft110and has a pinion gear71engaged with the rack gear61. In the pinion70, pinion bearings79and79are used to rotatably support the shaft110. One end of the pinion70has a grip part72with a larger diameter. The grip part72faces the outside through a through-hole (not shown) formed at the first half11(sleeve10). Next, when a rower grips the grip part72to rotate the pinion70(see the arrow A3), the rack60and the slider40slide toward the left/right side corresponding to the rotational direction (see the arrow A4). As a result, the shaft110and the sleeve10are subject to relative rotation. Note that the size of the through-hole is designed such that even if the shaft110and the sleeve10are subject to relative rotation, the sleeve10does not interfere with the grip part72. Another example may involve a configuration in which a rack-and-pinion mechanism shown inFIG.8is used to cause the slider40to slide. Note that inFIG.8, the sleeve10is omitted. This angle changeable apparatus1includes a rack80and a pinion90. The rack80extends, through a notch33, on the left side in the shaft direction relative to the slider main body41(slider40). The rack80is shaped like a letter L in a cross sectional view in the shaft direction, and is provided with: an approximately ⅛ cylindrical lateral wall81: and a vertical wall82that stands rearwardly of the lateral wall81and extends in the shaft direction. The lateral wall81has an elongated hole81aextending in the shaft direction, and the elongated hole81ahas the pinion90inserted movably. The front side of the vertical wall82has a rack gear82a. The pinion90is a circular cylinder member extending substantially in the radial direction and has a pinion gear91engaged with the rack gear82a. The inner side of the pinion90in the radial direction is inserted into a pinion bearing (not shown) fixed to the outer periphery of the shaft110, and is rotatably supported. The outer side of the pinion90in the radial direction faces the outside through a through-hole (not shown) formed at the first half11(sleeve10). A handle92(grip part) is mounted on this portion. Next, when a rower grips the handle92to rotate the pinion90(see the arrow A5), the rack80and the slider40slide toward the left/right side corresponding to the rotational direction (see the arrow A6). As a result, the shaft110and the sleeve10are subject to relative rotation. REFERENCE SIGNS LIST 1Angle changeable apparatus10Sleeve20Shaft-side member (First guiding part; Projected section)20aEnd face30Sleeve-side member31Elongated hole (Second guiding part)31aInner surface40Slider41aSlider main body (Second guided part)41cGroove (First guided part)42Grip part100Oar110Shaft | 23,642 |
11858608 | DETAILED DESCRIPTION This disclosure provides an aquatic vessel which sustains hull speed powered by energy it harvests from the environment. Aquatic vessels are buoyant because they displace more water than they weigh. When they move, they push against the water, putting up a wave at the bow. When they move, they also drag on the water, pulling up a wave at the stern. When the wavelength of the bow wave is equal to the length of the wetted surface of the boat at the waterline, the boat has reached hull speed. Hull speed is the fastest speed the boat can attain before having to climb up its own bow wave. Cruising speed is maintained while the boat sits level in its bow and stern waves. Hull speed is directly related to the length of wetted surface of the vessel at the waterline. That length; and therefore, hull speed, is greater for a multi-hulled vessel than a mono-hulled vessel—two hulls have a longer wetted surface than one. Or alternately, for a boat of a given length, it requires less energy to sustain hull speed in a multi-hull vessel than a mono-hulled (single hull) vessel. Therefore, a multi-hulled vessel is presented here. Wetted length and hull speed are directly related to the amplitude of the bow and stern waves the boat sits between. For a boat of a given length and displacement, the less the boat weighs, the less the wave amplitude, the less energy required to sustain hull speed. Therefore, this disclosure presents a multi-hulled vessel of exoskeleton design that weighs less. As a preliminary matter, a gas may be atmospheric air in composition, it may hold moisture, or it may be another gas, vapor or the like. Similarly, water is used herein to denote fresh water, rainwater, sea water, a mix of water and glycol, or a mix of water and another liquid. Thus, a working gas may be any suitable gas with or without moisture content, and water may be taken to mean any liquid that includes some water. Referring toFIGS.1,2, a vessel100is shown generally. The vessel100includes a dual-walled modular dome104supported on the plurality of hulls102(Vakas) that are joined by a bridge105(Aka). An electric motor with a propeller106is provided to each hull102to provide motive power to the vessel100. FIG.1. The outer walls210in combination with structural frame members of the dome modules108collectively provide an exoskeleton for the vessel100. An exoskeleton may provide rigidity and structural integrity, and protection from the elements, to the vessel100. FIG.1. Each dome module108may have a planar structure with a perimeter in the shape of a pentagon or hexagon. The planar structure of the dome modules108allows same perimeter shape modules to be easily stacked after production or during storage periods thereby saving much space. FIG.1. The dome modules108may be arranged in a truncated icosahedrons pattern that ultimately defines the dome104. The arrangement of dome modules108may therefore create a dome-like surface, in the same manner that a soccer-ball is formed from joined hexagonal and pentagonal elements. Further, the dome modules108may be replaced with relative ease due to their modularity and structural integrity maintenance of the dome104when the dome modules108are connected to each other. FIGS.1,2,15. The dome104as formed by modules108may be considered an exoskeleton that provides a degree of rigidity to the vessel100against the forces of the sea transmitted through the hulls102. Due to its approximately hemispherical shape, the dome104further provides a streamlined profile against the wind, so that the wind does not undesirably influence navigation, while providing the ability to capture the wind when travelling downwind. The dome104may also provide lift when sailing, granting the vessel100speeds in excess of hull speed. Addendum. Each hull is 0.125 to 0.175 as wide at the waterline as the hulls are long, and the ratio of waterline length to hull center-to-center distance, is between 2.0 and 2.4, which has been found to be most effective when balancing vessel lateral and longitudinal stability. Narrow hulls closer together go faster, but the vessel is more inclined to roll in exceptionally rough seas. Wide hulls farther apart carry more, but the vessel is more inclined to flip end over end in exceptionally rough seas. FIGS.1,2,15. A dome module108may provide functionality other than heat collection, such as storage, physical access (e.g., a door or hatch), ventilation, and sail surface. FIG.2. The dual-walled modular dome104may be formed from an assembly of modules108. Each module may include an inner wall212and an outer wall210. In each module108, the space between inner and transparent outer walls212,210may contain modular heat collectors to capture heat from the environment, and a rotary engine and alternator to convert thermal energy into electrical energy, used to drive the propellers106to move the vessel100and provide for domestic services on the vessel100. Batteries may be provided to store electrical power generated. Referring toFIG.2, a dome module108A may be removable with respect to the dome104without affecting the structural integrity of the dome104. Spare dome modules108or dome modules108with different or enhanced functionality may also easily be stored on the vessel100. FIG.2. The inner walls212of the dome modules108collectively create an interior living space for the vessel100. The inner dome of the vessel may have a radius of 1.5 times the height of a human107. FIG.2. A dome module108may include a hatch208to provide fresh air, egress, or release excess heat from inside the dome104. FIG.2. A dome module108B may be hinged to an adjacent module or aka deck to act as a door to allow access to the interior space112. FIG.2,15. A dome module108C,108A, may be hinged to an adjacent module to allow the module to be moveable with respect to the dome104to extend outwards from the surface of the dome104to provide sail surface. Referring toFIG.15, with aft (rear) modules108D,108E open, the inner dome becomes a sail, permitting the vessel to sail downwind. Modules (108A or108C) folded out to face the wind, may be operated by 3 dimensional hydraulics, increase sail surface area. Inner module hatches1501fore (up front), may be used to vent excess wind. Dagger boards1502, which may be raised when not in use, may be used to aid stability. Aft facing modules near the top of the dome108E may be used as a spoiler, to aid stability when sailing downwind. With ref toFIG.1,2,7, the vessel100may further include flexible connector membranes114to provide fluid-barrier connections among the outer walls210of the modules108. The flexible connector membranes114may vary in shape, size and material, typically however being formed of a flexible and water resistant or waterproof material so as to prevent rain or other sources of water from making its way inside the dome104; even where they hinge to provide access. As shown inFIG.7, the flexible connector members114between dome modules108may act as localized troughs that are concave with respect to the generally convex dome104. The flexible connector members114may allow rainwater that impinges on the dome104to be collected and stored for later use. FIG.7. The dome modules108may have hinged connections702to form the overall structure of the dome104. An inner edge of each unit or collector module108may also securely connect to a hull102, bridge105, or deck of the vessel100. Note that, inFIGS.1and2, the deck is inside the dome104. With reference toFIG.13, each propeller106may be located at about ⅝ths of hull waterline length, as measured from the bow (front). This has been found by mathematical equation to be an effective point of application for forward thrust, as may be termed the center of effort CE. CE is located where the vessel is inclined to stay level between bow and stern waves. The center of the dome104may be located along the hull length between the centre of effort CE and center of buoyancy CB to establish the center of weight CW, where it just provides lift at the bow, in an effort to cheat (excel) hull speed. Addendum toFIG.13. The batteries used to store electrical generated as discussed herein act as ballast for the vessel100. A battery may be positioned to help balance center of weight CW to centre of buoyancy CB and center of effort CE. Referring toFIG.3, a sealed dome module108containing a modular heat collection system is shown generally. The sealed heat collector module108includes a frame308defining an interior gas volume304in the frame308, and a liquid volume306within members of the frame through which water or similar liquid may be stored and/or made to flow at the frame308. That is, the module108may be made of structural members that form the frame308and some or all of those members may be hollow to allow the containment and flow of liquid. At the same time, the interior volume bounded by the frame308may be used to contain gas, such as air. The frame308may have a planar structure with a perimeter shaped as a hexagon. The frame308may be made of aluminum or a similar lightweight material. The frame308may further include connectors, hinges, or other attachment structure to allow for easy removal and substitution of the module108. The module108may further include opposing inner and transparent outer panels302(see alsoFIGS.6and7) to cooperate with the frame308to seal the interior volume304from the environment. The opposing panels302may be quadrilateral in shape and may be made from polycarbonate, or multi-celled polycarbonate, or a similar transparent/translucent, strong, and lightweight material. The opposing panels302may be fixed in place by fasteners (seeFIG.14) that resist electrolysis/corrosion and may be replaceable. The sealed heat collector module108may further comprise a hatch208to release the excess heat from a particular sealed heat collector module108. The hatch208may be attached to an inner frame310with a hinge, or it may be fit in place and able to be pulled out of the inner frame310. Referring toFIG.4, a frame408may comprise a planar structure with a perimeter shaped as a pentagon. This enables the pentagonal dome modules108to be arranged with the hexagonal dome modules108in an icosahedron dome structure. The planar structure of the dome modules108may allow for dome modules108with a pentagonal perimeter shape to be easily stacked together after production, during transport, or during storage periods thereby saving much space. The dome modules108that are shaped as pentagons may possess substantially the same internal components, functional characteristics or features as those sealed heat collector modules108shaped as hexagons. Hexagons and pentagons are just several example module shapes and, in other examples, other shapes may be used. Referring now toFIG.5, a sealed heat collector module108includes a gas conduit508and a plurality of mirrors510to concentrate thermal energy onto the gas conduit508. The gas conduit508may include an inlet516for gas to enter the gas conduit508and an outlet518for gas to leave the gas conduit508. The inlet516and outlet518may be connected to the inner frame310, which may include a hollow member that defines a gas volume. The gas conduit508may include a one-way valve515located at a suitable position along its length. As such, gas may flow in a closed loop through the gas conduit508from the inner frame310, past the mirrors510, to an engine806that is driven by the gas, and then back to the inner frame310. The engine806may be provided in the heat collector module108and may operate to convert gas heated by energy collected by the mirrors510into mechanical energy. The engine806is connected to an exhaust chamber810to receive fluid outputted from the engine806. The exhaust chamber810may be cooled by a liquid coil808. The engine806is further connected to an alternator812to generate electrical power from rotation of the engine806. The engine806may be a rotary engine, such as that shown inFIG.12. The mirrors510are to collect solar energy and concentrate it at the gas conduit508, or heat sinks along the conduit. As such, the mirrors510should be as large as practical to permit optimum collection surface area, and to permit transfer of heat to water or glycol filled hollow perimeter frame members. The mirrors510may be parabolic. Parabolic mirrors are very effective at concentrating solar thermal energy to a focussed point. The mirrors510, and any parabolic mirrors, may be made of any sturdy material suitable for reflecting light or solar thermal energy, such as a polished metal (e.g., stainless steel), metallized plastic, or similar. Metal components within the module, such as the mirrors510, frames308,318, and so on, may be in physical contact so as to conduct thermal energy to a desired location, heat sink, or heat storage. A portion of the gas conduit508within the volume304may be shaped as a spiral. This spiral configuration provides the advantage of the gas in the gas conduit508being heated over a relatively long distance despite the sealed heat collector module108being relatively compact in size. Restrictions in the conduit force the gas through a small opening, increasing pressure and temperature. A sealed heat collector module108may have a generally rigid structure. The engine806, alternator812, and exhaust chamber810may be rigidly connected to each other for efficient power transfer. The assembly of the engine806, alternator812, and exhaust chamber810can be secured to the frame of the module108by a cushioned or resilient support (e.g., rubber washers) so that the assembly may “float” within the heat collector module108to isolate the assembly from external stresses, such as forces acting on the dome. Connections into the sealed heat collector module108may be by way of relatively flexible conduits and wires. The liquid volume306may include an inlet for liquid512, such as water, to enter the liquid volume306and an outlet for liquid514to leave the liquid volume306. Connectors520,522may be attached to the frame308of the module108to provide fluid communication between the liquid volume306in the frame308and, for example, another liquid volume306at another module108. As such, the liquid volumes306of different modules108may be connected to provide for liquid flow within the dome104. Connectors524,526may be provided to the liquid coil808to provide fluid communication between the liquid coil808and a cooling system, such as a heat exchanger with the ocean or other body of water, a refrigerator on board the vessel, or similar. The connectors520,522,524,526allow for the module108to be to share fluid and/or communicate fluid with a common heat exchanger. Referring now toFIG.6, a cross-section of a sealed heat collector module108is shown. Opposing panels302are depicted enclosing volume304. Gas conduit508, a mirror510, and a heat-exchanging portion604of the gas conduit508are depicted within volume304. Frame308is also depicted having a hollow cross-section, inside of which a liquid volume306is also shown. The gas conduit508may run under the mirror510and extend through the mirror510(via a pair of holes) to provide the heat-exchanging portion604. The heat-exchanging portion604of the gas conduit508may be positioned at or near the focal point of the mirror510. The heat-exchanging portion604may be shaped to receive heat input from the mirror510, such as from solar radiation610that enters the volume304through a panel302and that may be reflected by the mirror510. The heat-exchanging portion604may have any suitable heat-collecting shape, such as a loop, coil, flattened portion, ribbed portion, kettle-like volume, or similar. The heat-exchanging portion604may be made of copper or a similar material suitable for conducting heat to the gas within. The frame308may include a box tube section606and angle sections608. The angle sections608may be attached to the top and bottom of box tube section606to offset the panels302from the box tube section606. The box tube section606may contain the liquid volume306and the angle sections608may provide distance between the box tube section606and the panels302. Electrolysis/corrosion resistant fasteners, such as that depicted inFIG.14, may be used to attach the panels302to the frame308, such as to the angle sections608. A modular unit that is not configured as a heat collector may be similar in structure to the modular heat collectors shown inFIGS.4,5, and6, except that components internal to the opposing panels302and frame308may be omitted or different. For example, a modular unit used as a sail surface may include a frame308and one or both panels302and otherwise be empty. A modular unit used for storage may have panels302that are opaque and sufficiently stiffened to hold gear. A modular unit used as a door may have handles, a latch, and a lock included. Referring now toFIG.7, a joint assembly700is shown generally. The joint assembly700attaches two adjacent modules108at respective edges. The joint assembly700includes a pivot joint702which may include circular sections attached to each module108. A pin may be run through the circular sections to form a hinge. An upper flexible connector membrane114may span an upper gap between the frames308of the modules108. The upper flexible connector membrane114may be shaped to form a trough to collect rainwater and direct it to a particular area of the dome104. The dome104may thus collect rainwater. A lower flexible connector membrane704may span a lower gap between the frames308of the modules108. The upper and lower flexible connector membranes114,708may be made of flexible plastic, rubber, synthetic rubber, or similar material. Referring now toFIG.8, a dual-fluid heat loop800is shown generally. The dual-fluid heat loop800is shown in a hexagonal heat-collecting module108. However, it should be understood that the dual-fluid heat loop800may be provided in other modules. The dual-fluid heat loop800includes a closed liquid loop802and a closed gas loop that includes a gas conduit508. The closed gas loop uses an engine806to extract energy from heat collected by the module108. The closed liquid loop802increases a temperature different experienced by the engine806. The closed gas loop includes a gas conduit508in thermal proximity to mirrors510, an engine806, an exhaust chamber810, and a check valve515or similar one-way valve to control gas flow to be in one direction. The closed liquid loop802includes a first coil808thermally coupled to the exhaust chamber810and a second coil814. The first coil808may wrapped around the exhaust chamber810or provided inside the exhaust chamber810. The second coil814may be positioned to indirectly or directly thermally interact with the body of water on which the vessel travels. For example, the second coil814may be located at a cold side of domestic refrigerator at the vessel, where the domestic refrigerator is in thermal interaction with the body of water. In other examples, the second coil814may directly thermally interact with the body of water, such that the second coil814may be in direct contact with water of the body of water. For example, the second coil814may be immersed in the body of water. The closed liquid loop802may include a pump818to force circulation of the liquid therein. Gas in the closed gas loop is heated at the gas conduit508by, for example, heat from the mirrors, and drives the engine806to rotate to drive an alternator812to produce electrical power. Liquid is circulated through the closed liquid loop802to cool the gas at the exhaust chamber810as it leaves the engine806, so as to increase the temperature/pressure differential on which the engine806operates. Electrical power produced by the alternator812may be stored in batteries816to be used as vessel motive power or for domestic appliances. Thus, the dual-fluid heat loop800may be used to both power the vessel100and provide for other electrical needs for the vessel100. It is contemplated that the volume and/or cross-sectional area of the exhaust chamber810is selected to have a specific relationship to the volume and/or cross-sectional area of the gas loop formed by the conduit508, so that draw through the loop and engine806is encouraged. The principles taught by Rumford concerning fireplaces can be applied. Referring now toFIG.9, at least one of the plurality of hulls102may contain a refrigeration loop902to create a refrigerated environment904the hull102. The refrigerated environment904may include a compressor906, an expansion valve908, and a dryer910. The refrigerated environment904may serve as a traditional refrigerator for domestic purposes and may further provide cooling to a closed liquid loop802. In operation, cold water from around the hull102may be used to cool refrigerant that is circuited through the compressor906, expansion valve908, and dryer910. A portion of the closed liquid loop802, such as a coil thereof, may be located in the refrigerated environment904to cool the liquid flowing in the closed liquid loop802. As such, the refrigeration loop902, cold water from around the hull102, and the closed liquid loop802may cooperate to increase cooling at the exhaust of the engine806. Referring now toFIG.10, an engine1004may be connected to the frame308to be driven by heated liquid/gas306from within a box tube section606. An exhaust chamber1006may be further connected to the engine1004. The exhaust chamber1006may be in fluid communication with a cooled liquid volume1002, in a closed system outside the module. The cooled liquid volume1002may be supplied by collected rainwater, such as may be collected by connector membranes114. An alternator1008may also be connected to the engine1004to convert mechanical energy generated by the engine1004to electrical energy that may be stored in a battery1010. A one-way valve1012may be provided to ensure circulation of heated liquid/gas is in the correct direction. Referring now toFIG.11, heat harvested from the batteries and electric motor and drivetrain1102that mobilizes the vessel100may also be convertible to electricity and stored in a battery1112. The electric drive motor1102that propels the vessel may be substantially surrounded by a fluid coil1114that is connected to a heat recovery engine1104. The heat recovery engine1104may be connected to a heat recovery exhaust chamber1106and an alternator1110. Heated gas from the gas coil1114may drive the heat recovery engine1104to be converted into electricity by the alternator1110before being stored in a battery1112. The heat recovery exhaust1106of heat recovery engine1104may be substantially surrounded by a refrigerant coil1108. The refrigerant coil1108may be a portion of a water loop1110that is in thermal communication with a body of water or the inside of a hull102of the vessel100. Cooled gas from the heat recovery engine exhaust may drive the heat recovery engine1104to be converted into electricity before being stored in a battery1112. Thus, heat extracted from the batteries and a motor1102of the vessel100may also be convertible to electricity and stored in a battery1112to recover energy that may otherwise be lost. FIG.12shows an example rotary engine1200that may be used as any of the energy extracting engines discussed herein, such as the engines provided to the vessel100 The engine1200includes a housing1202that contains an array of twisted rotors1204arranged in a parallel to one another. Each rotor1204may turn on a shaft1206and the rotors1204may all be identical in shape and complementary in orientation. A portion of the housing1202is omitted from view for sake of explanation. The rotors1204are helically shaped and have lens-shaped cross sections to form the walls of working volumes, which move axially from one end of the array to the other end in response to synchronized rotor rotation caused by a gas pressure differential. The pitch of the helical shape may increase along the length of a rotor1204in the direction of gas flow (right to left in the figure). Thus, the working volumes may increase in volume during their travel. The rotors1204do not touch one another, which may avoid wear and friction. Gaps between the rotors1204are narrow enough to avoid significant loss of gas or power. Any practical number of rotors1204may be provided. The rotors1204may be shaped to allow a working volume to expand as high-pressure gas introduced at one or more gas inlets1214(right side) urges the rotors1204to rotate. A working volume expands as the gas expands with decreasing pressure until finally, after several rotations of the rotors1204, the working volume is brought into fluid communication with one or more gas outlets1212(left side). This mechanical energy can be captured by one or more gear assemblies connected to one or more alternators, depicted generally at1208. As such, electrical energy can be captured from pressurized fluid. FIG.14shows an example, electrolysis/corrosion resistant fastener1400that may be used when joining components of the vessel100discussed herein, such as when assembling a panel302with a frame308to form a module. The fastener1400includes a bolt1402, which may be stainless steel. The bolt extends through holes in frame material1406, which is aluminum, and the panel302, which is polymer. The bolt1402is mated with a weld nut1404which may also be stainless steel. A dielectric/insulative washer1408, which may be relatively thin and made of nylon, is located between the head of the bolt1402and the panel302. The head of the bolt1402has a dished interior that contains a dielectric/insulative insert1412, such as made of rubber, to contact the dielectric/insulative washer1408. Another dielectric/insulative washer1410, such as a fibre washer saturated in marine epoxy, is located between the weld nut1404and the frame material1406. The holes in the frame material1406and panel302are large enough to create an air gap with the bolt1402. Thus, a thermal energy powered catamaran vessel is provided along with certain specific components of it, namely, a sealed heat collector and a dual-fluid heat loop apparatus. A person of skill in the art will understand that variants of the invention may be achieved using the disclosure provided herein and such variants as reasonably inferred from this specification are intended to be covered by the present disclosure. The calculations shown in Table 1 below (with Microsoft Excel row and column labelling convention) further illustrate the advantages of the invention. The scope of the claims should not be limited by the embodiments set forth in the above examples but should be given the broadest interpretation consistent with the whole description. TABLE 1ABCDEFGH1CalculationsLDec6.192CITSLengthLengthLengthHull BeamHull BeamDraft3Jeff RabjohnHullHullBeamat waterlineWidth toDepth4CAT-in-the-SUNOverallwaterlineRatioDraft Ratiobelow5waterline2.8 + frictionwaterlinegiven Halme Cm: = .78561.5-2.8 elipseusing Halme Cm71.1-1.4 deep vusing Halme Cp8Low fast9LhLwLLbrBwLBtrTcMath TcO10setsetLbr = LwL/BwLBwl = LwL/LbrBtr = BwL/TcTc = BwL/Btr2050 Bwl Lwl Cp Cm119-12 forHalmeHalme 1.9Halme123.2808displace hullsetBwL = 1.09adjustadjusted13<8 wavesto Oster 2.0to Oster14Halmesail catgivengivenDisplacementgiven Tc = .5715Sailing catamaran40.0339.37Halme3.58so set1.792 hulls16diesel backup12.2012.0011.001.0912.000.54512,429.2617if 11.23 m waterline11.4211.2311.001.0212.000.51010,885.351837.4636.843.351.67519333.55328.0829.8314.91320if 100 m waterline101.67100.0011.009.0912.004.545863,143.182122Compromis 34sailboatComp 34estiso setgiven2329.535.474.9224Monohull sailboat10.409.005.401.671.111.5025diesel backup11.235.402.081.111.8726if 11.23 m waterline36.846.826.1528Leopard 43power catestiso setgiven29Power catamaran40.81Lep 434.923.0830Diesel powered13.0012.448.291.502.200.9431if 11.23 m waterline11.7411.238.291.352.200.623236.844.442.0233SSV16 Lundgas boatssv16estiso setknown34Aluminium boat16.0013.005.422.401.831.3135gas powered4.883.965.420.731.830.4036if 11.23 m waterline11.235.422.071.831.133736.846.803.7138Tiara 43 Opendiesel boatesti39Powerboat43.2437.73Tiara8.80calculate4.0040Diesel powered13.1811.504.292.682.201.2241if 11.23 m waterline12.8711.234.292.622.201.194236.848.593.9043CAT-in-the-SUN3.2808CITS44Sail, solar, heat1.02CITSso set45powered catamaran4.344.2712.490.342.000.1746if 14 ft at waterline14.0112.511.12so set0.5647CITSPlanet Heat48if 31 m at waterline31.5231.0012.492.482.001.2449101.718.14so set4.0750solar51Turanor Planet Solar101.71Turanor8.84so set4.4252Guiness record35.0031.0011.502.702.001.3553Solar powered36.843.201.6054if 11.23 m waterline12.6811.2311.500.982.000.4955if 100 m waterline112.90100.0011.508.702.004.3556328.0828.5314.2657LhLwLLbrBwLBtrTcMath TcO58setsetLbr = LwL/BwLBwl = LwL/LbrBtr = BwL/TcTc = BwL/Btr2050 Bwl Lwl Cp Cm59CAT-in-the-SUN3.2808CITS60Sail, solar, heatCITSsetCITS61powered catamaran37.5036.84Oncilla2.95so set1.4762if 11.23 m at wline11.4311.2312.490.902.000.4563if100 m at waterline101.75100.0012.498.012.004.0064328.0826.2713.13653.2808IJKLMN12Canoex-sectionHull3calculateBodycalculateareaSpeed4TcO DraftCmO Canoe Bodysquared5fromgiven Halme Tc = .57fromOster6Osterusing Halme TcOster7Displacementusing Halme CpDisplacement89TcOCmMath CmOCmOCSAAcc10TcO = wDispO/2050 Bwl Lwl Cp Cmset2050 Bwl Lwl Cp TcCmO = wDispO/2050BwlLwlCpTcwebAcc = v211Halmecalculator12adjustedOster13to14Oster152 hullgiven Cm = .7852 hulls160.5460.7529,025.0690.7520.93471.44170.5110.7520.81866.861819204.5500.75264.872595.36212223241.09016.40251.52320.4726272829301.76874.06311.43866.863233cant34but if350.2107.22362.15020.47373839402.19020.96411.59020.47424344so set450.7520.09225.424647so set480.7524.836184.56495051so set520.7525.704184.5653540.7520.74966.86560.75259.354595.3657TcOCmMath CmOCmOCSAAcc58TcO = wDispO/2050 Bwl Lwl Cp Cm2050 Bwl Lwl Cp TcCmO = wDispO/2050BwlLwlCpTcAcc = v2596061so set620.7520.63566.86630.75250.319595.366465OPQRST12Mass of empty boat factorPowerDisplacementBoatPrismatic3RequiredKg3DisplaceCoefficent4for hull speedvol m35range .5-7.56slow-fast789MssMath MssPrwDispO{circumflex over ( )}boatOCp10Mss = 4Tc.62Bwl.95LwlCp/TcBwlLwlCpTc Bwl Lwl CpPr = Mss wDispO/Accweb{circumflex over ( )}boatO = wDispO/1025set11Power requiredcalculator12Oster1314152 hullgiven160.2364.2122.3767846.6190.590170.2363.4519.6155665.4300.5901819given200.2362438.021554.9739976363831.8400.5902122set23240.23612.8382.4857425.6020.570250.23624.94128.231113910.8670.57026272829set300.23610.8844.451397213.6310.620310.2365.8136.171026510.0150.620323334set350.2980.7422.495460.5330.640360.29816.86180.711943212.1290.640373839set400.23624.42243.422165421.1260.650410.23622.74231.942014919.6580.650424344DaVinci450.2360.152.282460.2400.6184647DaVinci480.23659.01121.249497392.6570.618495051so set520.23666.45117.719920789.9580.59053so set540.2363.1615.4743904.2830.590550.2362230.621223.9930930153017.5760.5905657MssMath MssPrwDispO{circumflex over ( )}boatOCp58Mss = 4Tc.62Bwl.95LwlCp/TcBwlLwlCpTc Bwl Lwl CpPr = Mss wDispO/Accfrom web{circumflex over ( )}boatO = wDispO/1025set5960DaVinci61620.2362.8115.9345214.4110.618630.2361980.771262.6731907503112.9270.6186465UVWXYZAA12SpeedHullEmptyCarryingBeam3to LengthSpeedBoatCapacityOverall4RatioDisplace52.44 multihullkg3isWidth61.35 monohullOstermax safe loadof boat7wt boat89SLRMath vvdispOemath CCCCBh10SLR = v/(sqrtLwL)sq root Lwlv = SLR(sqrtLwL)dispOe = Mss wDispOwDispO − wDispOeCC = .2 (wDispO − wDispOe)Bh = Bh1 + Bcb11calculate each121 m/sec = 2.237 Mile/hourHalme for 12.2131 m/sec = 3.6 Km/hourset Bh = 7.07141 m/sec = 1.944 Knotfloat plane15setEmptylower162.443.468.4521598.35185.71037.17.070172.443.358.1771311.34254.7850.96.61918heel0.00019set202.4410.0024.400925351.03002285.0600457.058.9392122setfloat plane23241.353.004.0501352.84389.2lower0.305251.353.354.5242624.38514.71702.90.38026transom2728given29setfloat plane22.047302.443.538.6063291.810680.2lower6.720312.443.358.1772418.47846.61569.36.06632transom19.90333setfloat plane34lower6.000351.351.992.687162.4383.676.71.899361.353.354.5943698.58733.51746.75.18337transom17.00538float plane39setlower15.322401.353.394.5785101.716552.33310.54.670411.353.354.5244747.115401.93080.44.56042transom14.9624344set452.442.075.04258.0188.037.62.397467.86547set27.116482.445.5713.58522375.672597.414519.517.4054957.10250float pane51sethighTuranor522.445.5713.58521724.070483.014096.617.74753set542.443.358.1771034.33355.7671.16.499552.4410.0024.400728714.32364300.7472860.157.24956lifted57SLRMath vvdispOemath CCCCBh58SLR = v/(sqrtLwL)sq root Lwlv = SLR(sqrtLwL)dispOe = Mss wDispOwDispO − wDispOeCC = .2 (wDispO − wDispOe)Bh = Bh1 + Bcb592.4460setplans6120.500622.443.358.1771065.13455.91036.86.305632.4410.0024.400751740.72439009.3731702.856.1446465ABACADAEAFAGAHAI12m2 ofSunPowerm2math SailSailPower%3collectorsPowerpersailPowerPowerHarnessedPower4140f17mod.823dome module.75 kw/m2RealizedFromHarnessed51/2 sphere = 2pie r2CITS .23kwgiven60% timeup to .6PrEnvironmentEnvironment6Turanor .188Halmeor .75sail.3kw711 + 2 + 1modOncillaTuranor8m2 = 2 pie r2 8232 pie r29collSunPPpdmsailmath SailPSailPPe% Pe10coll = m2collectorSunP = .188CollPpdm = SunP/14sail = m2sailSP = .75sail.6Pe = SunP + SailP% = 100Pe/Pr11SunP = .23CollPowergot/required12Realized1314Full Sail15given60% time1692.6041.6713.4213.42601786.6639.0011.7711.77601819given20771.67347.25932.56932.5660212223esti24122.0054.9049.4949.496025152.2368.5076.9476.9460262728293031323334353637383940414243m244Dome heatsail457.431.714.511.022.721194647Domeheat48391.4190.02237.7953.50143.531184950Solargiven51Turanor.188 kw/m252537.00100.96100.968653realized5470.5213.2613.2686555,591.001,051.111,051.11865657collSunPPpdmsailmath SailPSailPPe% Pe58coll = m2collectorSunP = .23CollPodm = SunP/14sail = m2sailSP = .75sail .6Pe = SunP + SailP% = 100 Pe/Pr59domedomePowergot/required60collectorssailrealized61CAT-in-the-SUNrn2 sail6251.3711.810.8431.217.0218.84118634,072.95936.782,474.45556.751,493.531186465AJAKALAMANAOAPAQ12Power%MathMathWettedBeamLengthBeam3HarnessedPowerwettedwettedSurfaceof eaBeamBtwn4FromHarnessedm2hullCtrctrs5Fossil FuelFossil FueltopsideRatioBeam overail-6Beambeam topside7Bcb = Lh/Lbrc89Pff% PffMath wetMath wetWSABh1LbrcBcb101hp = .75 kw% = 100Pff/Pr1.7 Lwl Tc{circumflex over ( )}boat/TcWSA = 1.71LwLTc + ({circumflex over ( )}boatL/Tc)1.4 BwlLbrc = Lh/BcbBcb = Bh − Bh111Denny-Mumfodor plansHalmeHalme12set LBRC = 2.213Halme14Hp given1.4 × Bwl1527.05.0118.191620.39111.1312.1323.261.532.205.551717.8919.7510.6420.381.432.205.19181920236.315772.73843.001,615.7312.732.2046.212122Hp given2327.024.20.32522.953.7326.682532.02535.775.8041.57262728Hp given1.4 × Bwl29160.06.8930120.027019.8814.5034.382.102.814.623198027111.7616.2628.021.902.814.17326.2213.6833Hp given3440.03530.01332.691.334.0236556.630821.6210.7132.333738Hp given39358.040268.511023.8217.3441.1641883.738122.7216.5239.24424344451.241.402.640.422.161.98461.386.49474865.4074.663.052.1614.354910.0247.095051solve5271.0366.74137.773.722.2114.0353549.328.7718.091.352.215.0855739.13694.041,433.1712.002.2145.255657Pff% PffMath wetMath wetWSABh1LbrcBcb581hp = .75kw% = 100Pff/Pr1.7 Lwl Tc{circumflex over ( )}boat/TcWSA = 1.7LwLTc + {circumflex over (()}{circumflex over ( )}boatL/Tc)591.06/.8660planssolveplans613.482.1617.02628.581.109.681.112.165.2063680.54237.02917.569.852.1646.306465ARAATAUAVAW12minEquations3wet4deckLength Hull(s) OverallsetLhset5clearanceLength Hull(s) waterlinesetLwLset6Length/Beam ratio waterhnesetLbrLbr = LwL/BwL7Beam WaterlineBwLBwl = LwL/Lbr8Beam/draft ratio waterlinesetBtrBtr = BwL/Tc9ZwdDraft below waterlineTcTc = BwL/Btr10Zwd = .06 LwLDraft below waterline OsterTcOTcO = wDispO/2050BwlLwlCpCm11Cross Sectional AreawebCSACSA = web calculator Oster12AccelerationAccAcc = v213Power required for hull speedPrPr = Mss wDispO/Acc14Canoe bodysetCmset15Canoe body calc from Oster dispCmOCmO = wDispO/2050BwlLwlCpTc160.720Displacement loaded OsterwebwDispOwDispO = web calculator Oster170.674Prismatic CoefficientCpset18Speed/Length ratioSLRSLR = v/(sq root LwL)19Hull speedvv = SLR (sq root LwL)206.000Displacement empty OsterdispOedispOe = Mss wDispO21Carrying CapacityCCCC = .2(wDispO − wDispOe)22Beam OverallBhBh = Bh1 + Bcb23m2 of collectorssetcollcoll = m2collector24Sun PowerSunPSunP = .188Coll25Power per dome modulePpdmPpdm = SunP/1426m2 of SailsetSailsail = m2sail27Sail PowerSailPSailP = up to .6Pr or SailP = .75sail .328Power from environmentPePe = SunP + SailP29% Power from environment% Pe% = 100 Pe/Pr300.746Fossil Fuel powerPff1hp = .75kw310.674% power from fossil fuels% Pff% = 100Pff/Pr32Displacement Volume Osler{circumflex over ( )}boatO{circumflex over ( )}boatO = wDispO/102533Wetted SurfaceWSAWSA = 1.7LwLTc + {circumflex over (()}{circumflex over ( )}boatO/Tc)34Beam topsideBh1Bh1 = 1.4 × BwL or plans35Length/Beam center ratioLbrcLbrc = Lh/Bcb36Beam between centersBcbBcb = Bh − Bh137Wet deck clearanceZwdZwd = .06LwL38Mass of empty boat factorMssMss = .4Tc.62Bwl.95LwlCp/TcBwlLwlCp394041424344450.2564647481.86049505152lots5354lots55lots5657Zwd58Zwd = .06 Lwl5960612.211620.674636.0006465 | 37,188 |
11858609 | DETAILED DESCRIPTION A marine vessel (e.g., a boat) employs one or more motors to navigate the marine vessel through the water. For example, the marine vessel includes a primary motor (e.g., a propulsion motor) that actuates the marine vessel through the water. In embodiments, the marine vessel further includes at least one secondary motor (e.g., a trolling motor and/or thruster) that can be used instead of or in addition to the propulsion motor. For example, a trolling motor may be used instead of the propulsion motor when navigating the marine vessel through environments that require precision (e.g., navigating around obstacles and/or in shallow water). Another example is where a trolling motor can be used to steer the marine vessel while the propulsion motor actuates the marine vessel in a forward or backward direction. Similarly, a thruster can be used in addition to or instead of the propulsion motor and/or thruster to actuate the marine vessel or a portion thereof (e.g., the bow or stern) in a first or second direction (e.g., to the right or left). A trolling motor (or possibly the propulsion motor) may be used to control (e.g., maintain or navigate towards) a position of the marine vessel. For example, the trolling motor can actuate the marine vessel in a manner that maintains the trolling motor at a fixed (or substantially fixed) position in the water. However, while doing so, the trolling motor is unable to maintain the orientation of the marine vessel in a fixed (or substantially fixed) orientation because the marine vessel can pivot around the trolling motor. The same is true with regard to any reference point of the marine vessel (e.g., a reference point based on a position of another motor, a center of the marine vessel, etc.). It can be advantageous to control the position and orientation of the marine vessel, for example, the keep the marine vessel at a position without it turning or rotating. For example, controlling the position and orientation of a fishing boat can help to avoid tangled lines or situations in which an individual is required to move to another position on the fishing boat in order to cast his/her line. A multiple motor control system for navigating a marine vessel is disclosed herein, wherein a control system employs at least two motors (e.g., at least a first motor and a second motor) to navigate the marine vessel by controlling the position and orientation (e.g., angle and/or heading) of the marine vessel. For example, the motors can include two trolling motors, a trolling motor and a thruster, a trolling motor and a propulsion motor, or any other combination of two or more motors. The control system includes at least one controller in communication with the first motor and the second motor. The control system is configured to receive a position measurement and an orientation measurement for the marine vessel. The control system is further configured to generate at least one control signal for the first motor based on the position measurement and at least one control signal for the second motor based on the orientation measurement. FIGS.1through8Cillustrate embodiments of a marine vessel100and a control system200for the marine vessel100. As shown inFIG.1, the marine vessel100has at least one propulsion motor122that is the primary source of propulsion for navigating the marine vessel100through the water. In an embodiment, the propulsion motor122can be mounted to a rear portion (e.g., stern110and/or transom112) of the marine vessel100. In the embodiment shown inFIG.1, the marine vessel100is also shown to include a trolling motor120. For example, the trolling motor120may be mounted to a front portion (e.g., bow104) of the marine vessel100(e.g., as shown inFIG.2A). The trolling motor120can be operable in parallel with (e.g., as the same time as) the propulsion motor122to enhance steering capabilities of the marine vessel100. In other situations, the trolling motor120may be operable instead of the propulsion motor122to navigate the marine vessel100at slower speeds and/or with greater precision (e.g., when navigating around obstacles, in shallow water, or the like). In some situations, the trolling motor120may be employed to navigate the marine vessel100instead of the propulsion motor122in order to reduce turbulence resulting from the marine vessel100as it is navigated through the water. For example, reduced turbulence may be desirable to avoid scaring away fish or avoid damage to aquatic environments. While a single front-mounted trolling motor120is shown inFIGS.1and2A, the trolling motor120can be mounted to other portions of the marine vessel120(e.g., affixed to other portions of the marine vessel's hull102). In an embodiment, the trolling motor120can be mounted to a rear portion (e.g., stern110and/or transom112) of the marine vessel100(e.g., as shown inFIG.3A). For example, the trolling motor120can be mounted in proximity to (e.g., alongside) the propulsion motor122at the stern110and/or transom112of the marine vessel100. In some embodiments, the marine vessel100can have a plurality of trolling motors120for additional power and/or enhanced steering capability. For example, in an embodiment shown inFIG.2B, the marine vessel100has two trolling motors (e.g., motors120A and120B) mounted to a front portion (e.g., bow104) of the marine vessel100. In an embodiment shown inFIG.3B, the marine vessel100has two trolling motors (e.g., motors120A and120B) mounted to a rear portion (e.g., stern110and/or transom112) of the marine vessel100. In other embodiments, the marine vessel100can have at least one front-mounted trolling motor120and at least one rear-mounted trolling motor120. The foregoing embodiments are provided by way of example. The propulsion motor(s)122and trolling motor(s)120may be mounted in proximity to any location on the marine vessel100(e.g., at or near the bow104, stern110, starboard108or port106of the marine vessel100) depending on the marine vessel100in which the motors are implemented. FIGS.4A and4Bshow embodiments of the marine vessel100with at least one thruster124mounted to the hull102of the marine vessel100. For example, the thruster124may be mounted in proximity to a rear portion (e.g., at or near the transom112) of the marine vessel100. The thruster124can be mounted to a portion of the marine vessel100that is configured to be below the water's surface125when the marine vessel100is in the water. In embodiments, the thruster124is rigidly affixed to a portion of the hull102that is configured to be below the water's surface125(e.g., as shown inFIG.4B). In embodiments, one or more thrusters124are configured to actuate the stern110of the marine vessel in a first direction (e.g., to the right) or a second direction (e.g., to the left) when the one or more thrusters124are active. In other embodiments, one or more thrusters124(e.g., one or more thrusters124mounted to a front portion of the marine vessel100) are configured to actuate the bow104of the marine vessel in a first direction (e.g., to the right) or a second direction (e.g., to the left) when the one or more thrusters124are active. For example, at least one thruster124may be mounted in proximity to a front portion (e.g., bow104) of the marine vessel100and/or in proximity to the starboard108or port106. In some embodiments, at least one thruster124is mounted to a rear portion of the marine vessel100(e.g., as shown inFIGS.4A and4B) and at least one thruster is mounted to a front portion of the marine vessel100(e.g., at or near the bow104). In such embodiments, the thrusters124are configured to selectively actuate the bow104, the stern110, or the marine vessel100in its entirety in a first direction (e.g., to the right) or a second direction (e.g., to the left) when some of the thrusters124(e.g., front or rear thrusters) or all of the thrusters124(e.g., front and rear) are active. The marine vessel100may employ one or more thrusters124for enhanced steering or control of the marine vessel100to help navigate through turbulent waters, for enhanced control when navigating the marine vessel100around obstacles, when parking the marine vessel100, or in any other situation where it can be advantageous to actuate the marine vessel100or a portion (e.g., bow104or stern110) of the marine vessel100in a generally left or right direction. The marine vessel100can have any combination of propulsion motor(s)122, trolling motor(s)120, and thruster(s)124for navigating the marine vessel100through the water. For example, in an embodiment, the marine vessel100includes at least one propulsion motor122or at least one trolling motor120for navigating the marine vessel100through the water100. In another embodiment, the marine vessel100includes at least one propulsion motor122and at least one trolling motor120. In yet another embodiment, the marine vessel100includes at least one propulsion motor122and at least one thruster124, or at least one trolling motor120and at least one thruster124. Still in other embodiments, the marine vessel100includes at least one propulsion motor122, at least one trolling motor120, and at least one thruster124. FIGS.5A through5Dshow example embodiments of the control system200that is employed to control the marine vessel100motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124). The control system200is configured to control at least a first motor and a second motor. For example, in an embodiment shown inFIG.5A, the control system200is configured to control a first trolling motor120A and a second trolling motor120B. The trolling motors120A and120B can be front-mounted, rear-mounted, or at least one trolling motor (e.g., motor120A) can be front-mounted and at least one trolling motor (e.g., motor120B) can be rear-mounted. In another example embodiment shown inFIG.5B, the control system200is configured to control at least one trolling motor120(e.g., at least one front-mounted trolling motor and/or at least one rear-mounted trolling motor) and at least one thruster124(e.g., at least one front-mounted thruster and/or at least one rear-mounted thruster). Another example embodiment is shown inFIG.5C, where the control system200is configured to control at least one trolling motor120and at least one propulsion motor122. The control system200is configured to control any combination of two motors, including, but not limited to the foregoing embodiments. As shown inFIG.5D, the control system200may include one or more sensors for detecting an orientation, change in orientation, direction, change in direction, position, and/or change in position of the marine vessel100. For example, the control system200may include a location determining component220that is configured to detect a position measurement for the marine vessel100(e.g., geographic coordinates of at least one reference point on the marine vessel100, such as a motor location, center of the marine vessel100, bow104location, stern110location, etc.). In an embodiment, the location determining component220is a global navigation satellite system (GNSS) receiver (e.g., a global positioning system (GPS) receiver, software defined (e.g., multi-protocol) receiver, or the like). In some embodiments, the control system200is configured to receive a position measurement from another device. For example, the control system200may be configured to receive a position measurement from an external location determining component/device or from at least one of the motors (e.g., from a trolling motor120, propulsion motor122, and/or thruster124of the marine vessel100). In some embodiments, the control system200may include a magnetometer218configured to detect an orientation measurement for the marine vessel100. For example, the magnetometer218can be configured to detect a direction in which the bow104of the marine vessel100is pointed and/or a heading of the marine vessel100. The magnetometer218may be calibrated by pointing the magnetometer218in at least one reference direction (e.g., North, East, South, West, etc.), where the magnetometer218registers at least one reference direction and detects changes in the pointing direction or heading of the marine vessel100relative to the reference direction. In some embodiments, the control system200is configured to receive an orientation measurement from another device. For example, the control system200may be configured to receive an orientation measurement (e.g., a direction in which the bow104of the marine vessel100is pointed, a heading of the marine vessel100, and/or vector coordinates defined by at least two reference points (e.g., motor locations, bow and stern locations, etc.)) from an external magnetometer, location determining component(s)/device(s), and/or the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) of the marine vessel100. In some embodiments, the control system200includes or is communicatively coupled with at least one inertial sensor (e.g., accelerometer and/or gyroscope) for detecting the orientation or change in orientation of the marine vessel100. For example, an inertial sensor can be used instead of or in addition to the magnetometer218to detect the orientation measurement for the marine vessel100. The control system200includes at least one controller202communicatively coupled to one or more components of the control system200. For example, the controller202can be communicatively coupled to the location determining component220and the magnetometer218. The controller202may be configured to receive the position measurement and the orientation measurement from the location determining component220and the magnetometer218, respectively. In an embodiment, the controller202is configured to receive at least one of the measurements from another device. For example, the controller202may be configured to receive the position measurement and/or the orientation measurement from at least one of the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) of the marine vessel100. For example, the controller202can receive the position measurement and/or the orientation measurement via a receiver214or transceiver216of the control system200. In an embodiment, the control system200includes a wireless transceiver216, wireless receiver214, and/or wireless transmitter212. In another embodiment, the control system200includes a wired transceiver216, wired receiver214, and/or wired transmitter212. In some embodiments, the control system200includes a combination of wired and wireless communication protocols (e.g., transmitter(s)212, receiver(s)214, and/or transceiver(s)216) for communicating with the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) and possibly with other devices on the marine vessel100. The controller202can be communicatively coupled with some or all of the components of the control system200. The controller202has a processor204included with or in the controller202to control the components and functions of the control system200described herein using software, firmware, hardware (e.g., fixed logic circuitry), or a combination thereof. The terms “controller,” “functionality,” “service,” and “logic” as used herein generally represent software, firmware, hardware, or a combination of software, firmware, or hardware in conjunction with controlling the control system200. As shown inFIG.5D, the controller202can include a processor204, a memory206, and a communications interface208. The processor204provides processing functionality for at least the controller202and can include any number of processors, micro-controllers, circuitry, field programmable gate array (FPGA) or other processing systems, and resident or external memory for storing data, executable code, and other information accessed or generated by the controller202. The processor204can execute one or more software programs (e.g., multiple motor control module210) embodied in a non-transitory computer readable medium (e.g., memory206) that implement techniques described herein. The processor204is not limited by the materials from which it is formed or the processing mechanisms employed therein and, as such, can be implemented via semiconductor(s) and/or transistors (e.g., using electronic integrated circuit (IC) components), and so forth. The memory206can be a tangible, computer-readable storage medium that provides storage functionality to store various data and or program code associated with operation of the controller202, such as software programs and/or code segments, or other data to instruct the processor204, and possibly other components of the control system200/controller202, to perform the functionality described herein. The memory206can store data, such as a program of instructions (e.g., multiple motor control module210) for operating the control system200(including its components), and so forth. It should be noted that while a single memory206is described, a wide variety of types and combinations of memory (e.g., tangible, non-transitory memory) can be employed. The memory206can be integral with the processor204, can comprise stand-alone memory, or can be a combination of both. Some examples of the memory206can include removable and non-removable memory components, such as random-access memory (RAM), read-only memory (ROM), flash memory (e.g., a secure digital (SD) memory card, a mini-SD memory card, and/or a micro-SD memory card), magnetic memory, optical memory, universal serial bus (USB) memory devices, hard disk memory, external memory, and so forth. In embodiments, the control system200and/or the memory206can include removable integrated circuit card (ICC) memory, such as memory provided by a subscriber identity module (SIM) card, a universal subscriber identity module (USIM) card, a universal integrated circuit card (UICC), and so on. The communications interface208can be operatively configured to communicate with components of the control system200. For example, the communications interface208can be configured to transmit data for storage in the control system200, retrieve data from storage in the control system200, and so forth. The communications interface208can also be communicatively coupled with the processor204to facilitate data transfer between components of the control system200and the processor204(e.g., for communicating inputs to the processor204received from a device communicatively coupled with the controller202, including, but not limited to, data received from the magnetometer218, location determining component220, and/or any other component of the control system200). It should be noted that while the communications interface208is described as a component of controller202, one or more components of the communications interface208can be implemented as components of the control system200or components communicatively coupled to the control system200via a wired and/or wireless connection. For example, the control system200and/or the controller202can include a transmitter212, a receiver214, and/or a transceiver216for sending/receiving communications (e.g., control signals, position and/or orientation measurements, etc.) to/from the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124, as shown inFIGS.5A through5C). For example, the transmitter212, receiver214, and/or transceiver216can be directly coupled (e.g., wired) to one or more of the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) or configured to wirelessly communicate with one or more of the motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124). The control system200can also include and/or can connect to one or more input/output (I/O) devices (e.g., via the communications interface208), such as a display, a mouse, a touchpad, a touchscreen, a keyboard, a microphone (e.g., for voice commands) and so on. In embodiments, the control system200/communications interface208includes at least one input device configured to receive user inputs. For example, the input device can include, but is not limited to, an electromechanical input device (e.g., a button, switch, toggle, trackball, or the like), a touch-sensitive input device (e.g., a touchpad, touch panel, trackpad, or the like), a pressure-sensitive input device (e.g., a force sensor or force-sensitive touchpad, touch panel, trackpad, button, switch, toggle, trackball, or the like), an audio input device (e.g., microphone), a camera (e.g., for detecting user gestures, or for face/object recognition), or a combination thereof. In embodiments, the controller202is configured to generate at least one control signal for a first motor or set of motors (e.g., trolling motor(s)120and/or propulsion motor(s)122) based on the position measurement and at least one control signal for a second (different) motor or set of motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) based on the orientation measurement. The control system200can be configured to communicate the control signals to the respective motors. For example, as shown inFIGS.6A through6C, a trolling motor120, propulsion motor122, and/or thruster124can include components and/or circuitry for communicating with the control system200. In embodiments, the control system200is configured to generate one or more control signals and/or configured to communication data (e.g., measurements, user inputs, etc.) to a trolling motor120. As shown inFIG.6A, the trolling motor120may include or may be coupled with a receiver/transceiver130(or in some embodiments, a receiver and a transmitter) configured to receive the control signals and/or other communications from the control system200. For example, the receiver/transceiver130can be communicatively coupled to the control system200via a wired or wireless connection. The trolling motor120may also include or may be coupled with a controller132, which may include components and/or circuitry as described above with regard to controller202. The controller132can be configured to control a steering assembly134(e.g., electromechanical steering assembly) and/or an actuator136(e.g., motor) that drives the propeller138of the trolling motor120. In embodiments, the controller132can be configured to turn, change the rotational direction of, and/or change the rotational speed of the propeller138by controlling the steering assembly134and/or actuator136based on control signals received from the control system200. In some embodiments, the controller132itself is configured to generate the control signals or a portion thereof based on communication data (e.g., measurements, user inputs, etc.) received from the control system200. The trolling motor120may also include one or more sensors (e.g., location determining component140, magnetometer142, inertial sensor144(e.g., gyroscope146and/or accelerometer148), speed sensor, a combination thereof, or the like), and the controller132can be configured to generate control signals at least partially based on sensory data collected by the one or more sensors and/or can be configured to communicate the sensory data to the control system200. In some embodiments, the control system200is additionally or alternatively configured to generate one or more control signals and/or configured to communication data (e.g., measurements, user inputs, etc.) to a propulsion motor122. As shown inFIG.6B, the propulsion motor122may include or may be coupled with a receiver/transceiver150(or in some embodiments, a receiver and a transmitter) configured to receive the control signals and/or other communications from the control system200. For example, the receiver/transceiver150can be communicatively coupled to the control system200via a wired or wireless connection. The propulsion motor122may also include or may be coupled with a controller152, which may include components and/or circuitry as described above with regard to controller202. The controller152can be configured to control a steering assembly154(e.g., electromechanical steering assembly) and/or an actuator156(e.g., motor) that drives the propeller158of the propulsion motor122. In embodiments, the controller152can be configured to turn, change the rotational direction of, and/or change the rotational speed of the propeller158by controlling the steering assembly154and/or actuator156based on control signals received from the control system200. In some embodiments, the controller152itself is configured to generate the control signals or a portion thereof based on communication data (e.g., measurements, user inputs, etc.) received from the control system200. The propulsion motor122may also include one or more sensors (e.g., location determining component160, magnetometer162, inertial sensor164(e.g., gyroscope166and/or accelerometer168), speed sensor, a combination thereof, or the like), and the controller152can be configured to generate control signals at least partially based on sensory data collected by the one or more sensors and/or can be configured to communicate the sensory data to the control system200. In some embodiments, the control system200is further configured to generate one or more control signals and/or configured to communication data (e.g., measurements, user inputs, etc.) to a thruster124. As shown inFIG.6C, the thruster124may include or may be coupled with a receiver/transceiver170(or in some embodiments, a receiver and a transmitter) configured to receive the control signals and/or other communications from the control system200. For example, the receiver/transceiver170can be communicatively coupled to the control system200via a wired or wireless connection. The thruster124may also include or may be coupled with a controller172, which may include components and/or circuitry as described above with regard to controller202. The controller172can be configured to control an actuator174(e.g., motor) that drives the propeller176of the thruster124. In embodiments, the controller172can be configured to change the rotational direction of and/or change the rotational speed of the propeller176by controlling the actuator174based on control signals received from the control system200. In some embodiments, the controller172itself is configured to generate the control signals or a portion thereof based on communication data (e.g., measurements, user inputs, etc.) received from the control system200. The thruster124may also include one or more sensors (e.g., location determining component178), and the controller172can be configured to generate control signals at least partially based on sensory data collected by the one or more sensors and/or can be configured to communicate the sensory data to the control system200. The control system200can be communicatively coupled to the trolling motor120, propulsion motor122, and/or thruster124as described above, or to any combination of motors on the marine vessel100. In embodiments, the control system200can be communicatively coupled to multiple trolling motors120, the trolling motor120and the propulsion motor122, the trolling motor120and the thruster124, the propulsion motor122and the thruster124, or the trolling motor120, the propulsion motor122, and the thruster124. In some embodiments, such as the embodiments shown inFIGS.5A through5C, the control system200is communicatively coupled to two or more marine vessel100motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) via wired or wireless connections. In some embodiments, such as the embodiment shown inFIG.7, the control system200is at least partially integrated within a motor. For example, at least a portion of the control system200can be embedded within or attached to the trolling motor120, propulsion motor122, and/or thruster124. In some embodiments, the control system200can include controller132, controller152, and/or controller172. For example, controller132, controller152, and/or controller172can be communicatively coupled to controller202or can replace controller202and perform some or all of the functions or operations described herein with regard to controller202. In this regard, the control system200can be implemented as a distributed control system with controller202, controller132, controller152, and/or controller172performing the functions or operations of the control system200. For example, the one or more controllers can execute the multiple motor control module210(or modules) as one master controller, one master controller with one or more slave controllers, or as a distributed set of the controllers performing operations together, sequentially or at least partially in parallel. References herein to the control system200can include functions or operations performed by controller202, controller132, controller152, and/or controller172. In an embodiment shown inFIG.8A, the control system200is configured to control at least two trolling motors120(e.g., trolling motor120A and120B, as shown inFIG.5A) based on position and orientation measurements for the marine vessel100. For example, the trolling motors120A and120B can be front-mounted, rear-mounted (e.g., trolling motor120A′ and120B′), or at least one trolling motor (e.g., trolling motor120A or120B) can be front-mounted and at least one trolling motor (e.g., trolling motor120B′ or120A′) can be rear-mounted. The control system200is configured to receive at least one position measurement for the marine vessel100. For example, the control system200can be configured to receive a position measurement P0 from the location determining component220of the control system200. In some embodiments, the control system200is configured to receive a position measurement P1 or P1′ from the trolling motor120A or120A′ (e.g., from location determining component140). The control system200is configured to generate one or more control signals for the trolling motor120A or120A′ based on the position measurement (e.g., position measurement P0, P1, or P1′). In an embodiment, the control system200can be configured to cause the trolling motor120to actuate the marine vessel100in a direction and/or speed to cause a reference point (e.g., center) of the marine vessel100to be at a location corresponding to position measurement P0. In another embodiment, the control system200can be configured to cause the trolling motor120A or120A′ to actuate the marine vessel100(and/or the trolling motor120A or120A′ itself) to cause the trolling motor120A or120A′ to be at a location corresponding to position measurement P1 or P1′. While the position P0, P1, or P1′ is maintained, the marine vessel100may rotated or pivot about the position due to wind, water current, or other forces on the marine vessel100. To maintain the marine vessel100in a fixed or substantially fixed orientation, the control system200is further configured to control a second trolling motor (trolling motor120B or120B′) based on an orientation measurement for the marine vessel100. For example, the control system200can be configured to cause the trolling motor120B or120B′ to actuate the bow104or stern110of the marine vessel in a first or second direction (e.g., to the right or left) in order to control (e.g., maintain) the orientation of the marine vessel100. The control system200is configured to receive at least one orientation measurement for the marine vessel100. For example, the control system200can be configured to receive an orientation measurement (e.g., a heading or direction D in which the marine vessel100is pointed) from the magnetometer218of the control system200. In some embodiments, the control system200is configured to receive an orientation measurement (e.g., direction D) from the trolling motor120B or120B′ (e.g., from magnetometer142). In other embodiments, the orientation measurement is based on at least one additional position measurement. For example, the orientation measurement can be based on a vector defined by any two of P0, P1, P2, P1′, or P2′, or a second position measurement P2 or P2′ in addition to P1 or P1′. The control system200is configured to generate one or more control signals for the trolling motor120B or120B′ based on the orientation measurement (e.g., direction D, vector coordinates, or position measurement P2 or P2′). In an embodiment, the control system200can be configured to cause the second trolling motor120B or120B′ to actuate the marine vessel100in a first direction or a second direction (e.g., to the right or left) to cause the vessel100to maintain its direction D or vector coordinates (e.g., any two of P0, P1, P2, P1′, or P2′). In another embodiment, the control system200is configured to cause the second trolling motor120B or120B′ to actuate the marine vessel100(and/or the second trolling motor120B or120B′ itself) to cause the second trolling motor120B or120B′ to be at a location corresponding to position measurement P2 or P2′. In an embodiment shown inFIG.8B, the control system200is configured to control at least one trolling motor120and at least one thruster124(e.g., as shown inFIG.5B) based on position and orientation measurements for the marine vessel100. For example, the trolling motor120can be front-mounted, rear-mounted (e.g., trolling motor120′), or at least one trolling motor (e.g., trolling motor120) can be front-mounted and at least one trolling motor (e.g., trolling motor120′) can be rear-mounted. The control system200is configured to receive at least one position measurement for the marine vessel100. For example, the control system200can be configured to receive a position measurement P0 from the location determining component220of the control system200. In some embodiments, the control system200is configured to receive a position measurement P1 or P1′ from the trolling motor120or120′ (e.g., from location determining component140). The control system200is configured to generate one or more control signals for the trolling motor120or120′ based on the position measurement (e.g., position measurement P0, P1, or P1′). In an embodiment, the control system200can be configured to cause the trolling motor120and/or120′ to actuate the marine vessel100in a direction and/or speed to cause a reference point (e.g., center) of the marine vessel100to be at a location corresponding to position measurement P0. In another embodiment, the control system200can be configured to cause the trolling motor120or120′ to actuate the marine vessel100(and/or the trolling motor120or120′ itself) to cause the trolling motor120or120′ to be at a location corresponding to position measurement P1 or P1′. To control the orientation of the marine vessel100(e.g., by maintaining the marine vessel100in a fixed or substantially fixed orientation), the control system200is further configured to control the thruster124(e.g., a front or rear-mounted thruster) based on an orientation measurement for the marine vessel100. For example, the control system200can be configured to cause the thruster124to actuate the bow104or stern110of the marine vessel in a first or second direction (e.g., to the right or left) in order to control (e.g., maintain) the orientation of the marine vessel100. The control system200is configured to receive at least one orientation measurement for the marine vessel100. For example, the control system200can be configured to receive an orientation measurement (e.g., a heading or direction D in which the marine vessel100is pointed) from the magnetometer218of the control system200. In some embodiments, the control system200is configured to receive an orientation measurement (e.g., direction D) from the trolling motor120or120′ (e.g., from magnetometer142). In other embodiments, the orientation measurement is based on at least one additional position measurement. For example, the orientation measurement can be based on a vector defined by any two of P0, P1, P1′, or P2, or a second position measurement P2 in addition to P1 or P1′. The control system200is configured to generate one or more control signals for the thruster124based on the orientation measurement (e.g., direction D, vector coordinates, or position measurement P2). In an embodiment, the control system200can be configured to cause the thruster124to actuate the marine vessel100in a first direction or a second direction (e.g., to the right or left) to cause the marine vessel100to maintain its direction D or vector coordinates (e.g., any two of P0, P1, P1′, or P2). In another embodiment, the control system200is configured to cause the thruster124to actuate the marine vessel100(and/or the thruster124itself) to cause the thruster124to be at a location corresponding to position measurement P2. In some implementations, a propulsion motor122is used to actuate the marine vessel100through the water, while a trolling motor120is primarily employed to steer the marine vessel100while travels through the water. For example, as shown inFIG.8C, the marine vessel100can be steered along a navigation path101(e.g., a preselected, user-defined, and/or programmed path) through the water. The control system200can be configured to control at least one trolling motors120and at least one propulsion motor122(e.g., as shown inFIG.5C) based on position and orientation measurements for the marine vessel100while the marine vessel100is navigated along path101. The control system200is configured to receive at least one position measurement for the marine vessel100. For example, the control system200can be configured to receive a position measurement P0 from the location determining component220of the control system200. In some embodiments, the control system200is configured to receive a position measurement P1 or P1′ from the trolling motor120or120′ (e.g., from location determining component140). The control system200is configured to generate one or more control signals for the trolling motor120or120′ based on the position measurement (e.g., position measurement P0, P1, or P1′). In an embodiment, the control system200can be configured to cause the trolling motor120and/or120′ to actuate the marine vessel100in a direction and/or speed to cause a reference point (e.g., center) of the marine vessel100to be at a location corresponding to a position along path101that is subsequent to the measured position P0. In another embodiment, the control system200can be configured to cause the trolling motor120or120′ to actuate the marine vessel100(and/or the trolling motor120or120′ itself) to cause the trolling motor120or120′ to be at a location corresponding to a position along path101that is subsequent to the measured position P1 or P1′. To control the orientation of the marine vessel100(e.g., by maintaining the marine vessel100in a fixed or substantially fixed orientation), the control system200is further configured to control the propulsion motor122based on an orientation measurement for the marine vessel100. For example, the control system200can be configured to cause the propulsion motor122to steer the stern110of the marine vessel100in a first or second direction (e.g., to the right or left) in order to control (e.g., maintain) the orientation of the marine vessel100. The control system200is configured to receive at least one orientation measurement for the marine vessel100. For example, the control system200can be configured to receive an orientation measurement (e.g., a heading or direction D in which the marine vessel100is pointed) from the magnetometer218of the control system200. In some embodiments, the control system200is configured to receive an orientation measurement (e.g., direction D) from the trolling motor120or120′ (e.g., from magnetometer142), or from the propulsion motor122(e.g., from magnetometer168). In other embodiments, the orientation measurement is based on at least one additional position measurement. For example, the orientation measurement can be based on a vector defined by any two of P0, P1, P1′, or P2, or a second position measurement P2 in addition to P1 or P1′. The control system200is configured to generate one or more control signals for the propulsion motor122based on the orientation measurement (e.g., direction D, vector coordinates, or position measurement P2). In an embodiment, the control system200can be configured to cause the propulsion motor122to steer the marine vessel100in a first direction or a second direction (e.g., to the right or left) to cause the marine vessel100to maintain its direction D or vector coordinates (e.g., any two of P0, P1, P1′, or P2). In another embodiment, the control system200is configured to cause the propulsion motor122to actuate the marine vessel100(and/or the propulsion motor122itself) to cause the propulsion motor122to be at a location corresponding to a position along path101that is subsequent to the measured position P2 of the propulsion motor122. In some embodiments, the control system200is further configured to control the first motor or set of motors (e.g., trolling motor(s)120and/or propulsion motor(s)122) based on the position measurement and the second (different) motor or set of motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) based on the orientation measurement by generating one or more control signals based on a current speed and/or direction of the marine vessel100. For example, the control system200can be configured to generate one or more control signals that cause the first motor(s) or the second motor(s) to ramp up to an operating speed and direction slowly (e.g., by gradually increasing the motor speed and/or gradually adjusting the steering) in order to avoid jerking of the marine vessel100(e.g., to avoid passengers losing balance, etc.). In an embodiment, the control system200is configured to receive one or more inertial measurements (e.g., from inertial sensor144or164), and is further configured to generate the one or more control signals for the first motor(s) and/or second motor(s) based on the inertial measurements. For example, the control system200can be configured to generate one or more control signals that cause the first motor(s) and/or second motor(s) to actuate the marine vessel100without exceeding a predefined/preselected maximum acceleration (e.g., a maximum g-force). The foregoing embodiments are provided as examples, and it is to be understood that, as described herein, the control system200can be configured to operate with at least two motors, and in some embodiments, the control system200can be configured to operate with three or more motors under the same or similar principles. In some embodiments, the control system200and two trolling motors120can be a system, or the control system200, at least one trolling motor120and at least one thruster124can be a system, or at least one trolling motor120and at least one propulsion motor122can be a system, or at least one propulsion motor122(e.g., operating as a trolling motor120) and at least one thruster124can be a system, or at least one trolling motor122, at least one propulsion motor120, and at least one thruster124can be a system, or any other combination of two or more motors that can actuate at least two reference points on a marine vessel independently. As shown inFIGS.9A through9D, the control system200may also be configured to communication with a marine vessel display system300. For example, the control system200can be communicatively coupled (e.g., wired or wirelessly connected) to the marine vessel display system300, or included within the marine vessel display system300(e.g., as a component of the marine vessel display system300. The marine vessel display system300may be mounted in a marine vessel100(e.g., boat, ship, sailboat, or other watercraft), as shown inFIG.9C. The marine vessel display system300may assist operators of the marine vessel300in monitoring information related to the operation of the marine vessel300. As utilized herein, the term operator may mean any user of the marine vessel display system300. For example, an operator may be an owner of the marine vessel300, a crew member, a pilot, a passenger, and so forth. As shown inFIGS.9A and9B, the marine vessel display system300can include at least one input314for receiving data from one or more marine input sources316; a display308for presenting information representative of at least some of the data from the marine input sources316; and a processing system302in communication with the inputs314and the display308. As described in more detail below, the processing system302may implement a plurality of modes of operation, each of which may cause the display308to present information representative of data from predetermined ones of the marine input sources316and in selected formats. The marine vessel display system300may further comprise a position-determining component312that furnishes geographic position data for the marine vessel300. The processing system302may implement a mode selector304configured to select between a plurality of modes of operation, respective ones of which present information representative of data from selected marine input sources316on the display308. The processing system302may further be configured to cause at least one of automatic activation or deactivation of an equipment of the marine vessel (e.g., turn on a fish finder, start a trolling motor, activate an anchor system, start or shut down the engines of the marine vessel, activate a navigation system, etc.) during selection of a particular mode of operation. In an embodiment, the processing system302is coupled to and/or includes the control system200that is configured to control the two or more motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) of the marine vessel100. The input314may be any wireless or wired device or devices for receiving data from the marine input sources316and transferring the data to the processing system302. The input314may comprise, for example, one or more Ethernet ports, Universal Serial Bus (USB) Ports, High Definition Multi-Media Interface (HDMI) ports, memory card slots, video ports, radio frequency (RF) receivers, infrared (IR) receivers, Wi-Fi receivers, Bluetooth devices, and so forth. The marine input sources316may provide data to the processing system302and may comprise any measurement devices, sensors, receivers, or other components that sense, measure, or otherwise monitor components of the marine vessel300or its surroundings. For example, the marine input sources316may include sensors that measure or sense vessel fuel level, wind speed, wind direction, vessel temperature, ambient temperature, water current speed, rudder position, an azimuth thruster position, water depth, boat water storage level, anchor status, boat speed, combinations thereof, and the like. In an embodiment (e.g., as shown inFIG.9C), a marine input source316includes an integrated or external sonar sounder including a sonar transducer. In some embodiments, the marine input sources316can also include an integrated or external radar scanner or other proximity sensor. The marine input sources316may also include transmitters, receivers, transceivers, and other devices that receive data from external sources. For example, the marine input sources316may include an integrated or external weather receiver for receiving weather data from a weather source, a satellite entertainment system receiver for receiving entertainment content broadcast via satellite, and/or a global positioning system (GPS) receiver or other satellite navigation receiver for receiving navigation signals. The marine input sources316may also comprise a receiver or other device for communicating with transmitters or other devices worn by crew and/or passengers (hereinafter “wearable transmitter”) on the marine vessel300. For example, crew and passengers of the marine vessel300may be provided with a wearable transmitter configured to warn of “man overboard” emergencies. Such a wearable transmitter may detect when the wearer is no longer on the marine vessel300, for example, by sensing the presence of water or by comparing the current geographic position of the wearer to the current geographic position of the marine vessel300, and may thereafter provide a transmission to cause the marine vessel display system300to enter a man overboard mode of operation and to aid in the recovery of the wearer (e.g., by providing the GPS position of the wearer, a locating beacon, or the like). Similarly, crew and passengers of the marine vessel300may be provided with a wearable transmitter that is configured to provide a transmission when the wearable transmitter, or an associated medical monitoring device, detects that the wearer is experiencing a medical emergency or health issue. The transmission may cause the marine vessel display system300to initiate an automated communication requesting assistance (e.g., an S.O.S. radio transmission), initiate an autopilot mode of operation, or the like. Still further, crew and passengers of the marine vessel300may be provided with a wearable transmitter that is configured to provide radio communication between the wearer and an operator of the marine vessel display system300. In embodiments, a wearable transmitter may be provided that is capable of furnishing multiple functions such as those described herein above. The marine input sources316may also comprise a security system for monitoring, ports, doors, windows, and other parts of the marine vessel300against unauthorized access and one or more cameras for providing video and/or other images of the marine vessel300and/or surroundings of the marine vessel300. The marine input sources316may comprise one or more computers (e.g., control system200) that may be used to transfer data to the marine vessel display system300. The marine input sources316may be integrally formed with the marine vessel display system300, may be stand-alone devices, or may be a combination of both. For example, a sonar sounder may be integrated into the marine vessel display system300or may be an external sonar sounder module. Similarly, a radar scanner may be integrated into the marine vessel display system300or be an external device. The marine input sources316may be operated and/or adjusted using controls on the marine vessel display system300or may have their own controls. The display308may be communicatively coupled with the processing system302and may be configured for displaying text, data, graphics, images and other information representative of data from the marine input sources316and/or other sources. An example embodiment of the display308is shown inFIG.9D. The display308may be a liquid crystal display (LCD), light-emitting diode (LED) display, light-emitting polymer (LEP) display, thin film transistor (TFT) display, gas plasma display, or any other type of display. The display308may be backlit such that it may be viewed in the dark or other low-light environments. The display308may be of any size and/or aspect ratio, and in one or more embodiments, may be 15 inches, 17 inches, 19 inches, or 24 inches (measured diagonally). In some embodiments, the display308may include a touchscreen display310. The touchscreen display310may employ any touchscreen technology, including, but not limited to, resistive, capacitive, or infrared touchscreen technologies, or any combination thereof. The processing system302may control the presentation of information on the display308, may perform other functions described herein, and can be implemented in hardware, software, firmware, or a combination thereof. The processing system302may include any number of processors, controllers, microprocessors, microcontrollers, programmable logic controllers (PLCs), field-programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), or any other component or components that are operable to perform, or assist in the performance of, the operations described herein. The processing system302may also be communicatively coupled to or include memory306for storing instructions or data. The memory306may be a single component or may be a combination of components that provide the requisite storage functionality. The memory306may include various types of volatile or non-volatile memory such as flash memory, optical discs, magnetic storage devices, SRAM, DRAM, or other memory devices capable of storing data and instructions. The memory306may communicate directly with the processing system302, or may communicate over a data bus or other mechanism that facilitates direct or indirect communication. The memory306may optionally be structured with a file system to provide organized access to data existing thereon. The memory306may store one or more databases that may include information about the marine vessel300in which the marine vessel display system300is used, such as the length, width, weight, turning radius, top speed, draft, minimum depth clearance, minimum height clearance, water capacity, fuel capacity and/or fuel consumption rate of the marine vessel300. The databases may also store information related to the locations and types of navigational aids including buoys, markers, lights, or the like. In some embodiments, the information related to navigational aids may be provided by the Coast Guard or other map data sources. The processing system302may implement one or more computer programs that provide the modes of operation described below, that control the display of information on the display308as described herein, and/or that cause automatic activation or deactivation of an equipment of the marine vessel during selection of the first mode of operation. The computer programs may comprise ordered listings of executable instructions for implementing logical functions in the processing system302. The computer programs can be embodied in any non-transitory computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device, and execute the instructions. In the context of this application, a “computer-readable medium” can be any non-transitory means that can contain, store, communicate, propagate or transport the program for use by or in connection with the processing system302or other instruction execution system, apparatus, or device. The computer-readable medium can be, for example, but not limited to, an electronic, magnetic, optical, electro-magnetic, infrared, or semi-conductor system, apparatus, device, or propagation medium. More specifically, although not inclusive, examples of the computer-readable medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a random access memory (RAM), a read-only memory (ROM), an erasable, programmable, read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disk read-only memory (CDROM). In accordance with the present disclosure, the processing system302may implement a plurality of modes of operation, each of which may present information representative of data from selected marine input sources316via the display308. In some embodiments, the information may be presented in a desired format to minimize confusion and increase ease of use. For example, the processing system302may implement a pre-trip planning mode in which information representative of trip planning data is presented on the display308. The trip planning data may be uploaded, transmitted, or otherwise communicated to the marine vessel display system300from one or more marine input sources316and may include route planning data; waypoint data; journey plans; forecasted wind, current, storm, and/or tidal conditions; vessel fuel requirements; vessel water requirements; and other data that may be useful to an operator while planning a journey. The pre-trip planning mode may permit an operator to create a journey plan or similar plan on a remote or local computer and then transfer information related to the plan to the marine vessel display system300so it can be presented on the display308and accessed by the operator while operating the marine vessel300. The processing system302may also implement a boat preparation mode in which information representative of water storage data, fuel level data, hatch status data and/or other boat readiness data is presented on the display308. The boat preparation mode may provide information related to a boat's readiness for use. The processing system302may also implement a close quarters mode in which information representative of proximity data and navigation data is presented on the display308. The close quarters mode may be particularly useful when navigating in a harbor or other confined area when an operator needs to be aware of his or her vessel's location relative to other vessels and obstacles. The close quarters mode may also present information from a pilot book, local speed limits, rules, regulations, and so forth, on the display308. The processing system302may also implement a docking/undocking mode in which information representative of proximity data from a proximity sensor, wind data from a wind sensor, water current data from a current sensor, rudder position data from a rudder position sensor, and/or azimuth thruster position data from an azimuth thruster position sensor is presented on the display308. The docking/undocking mode permits an operator to view representations of obstacles such as stationary boats, docks, and other hazards while simultaneously monitoring wind conditions, current conditions, and the status of components on the vessel while docking or undocking the vessel. The processing system302may also implement a main transit mode in which information representative of fuel level data, navigation data, water depth data, and/or weather data is presented on the display308. A feature of the main transit mode may be monitoring the progress of the marine vessel300against a journey plan. For example, the processing system302may compare information related to a desired path of transit with the current position of the marine vessel300received from the position-determining component312while the marine vessel300is in transit to determine if the marine vessel300is off course, has enough fuel to reach its intended destination, and so forth, and may then display such information on the display308. The main transit mode may also present information representative of nearby vessels, obstacles, and so forth. The processing system302may also implement an anchoring mode in which information representative of the anchor status data, wind data, depth data, tide data, proximity data, and/or navigation is presented on the display308. The anchoring mode may permit an operator to find suitable locations to anchor the marine vessel300, and alert the operator if the anchor is dragging and/or if the marine vessel300is moving when it should not be. The processing system302may also implement an off-boat monitoring mode in which information representative of security data, anchor status data, wind data, and/or weather data is presented on the display308. In some embodiments, the marine vessel display system300may send texts, images, and so forth, to a remote device, such as an operator's mobile telephone or a computer, via a cellular telephone connection, radio frequency transmitter, the Internet, and so forth, so that the operator may monitor the marine vessel300remotely. The processing system302may also implement a fishing mode in which information representative of fish finder data, water temperature data, navigation data, and/or proximity data is presented on the display308. The fishing mode may allow an operator to view representations of fish, other boats, and hazards while fishing and to monitor water conditions to determine if they are conducive to fishing. The processing system302may also implement a boat storage and transport mode in which information representative of photographic data, navigation data, and/or proximity data is presented on the display308. As with the off-boat monitoring mode, the processing system302may display such information on the display308and/or transmit it to a remote device. The processing system302may also implement a man overboard mode in which information representative of passenger location data and/or navigation data is presented on the display308. The man overboard mode may display an alert and/or sound an alarm when any of the location devices worn by passengers indicate that a passenger is outside of a threshold distance from the marine vessel300and may have fallen overboard. The man overboard mode may also record and display the last known coordinates for the passenger when he or she left the marine vessel300and may automatically send such data to a marine rescue authority such as the United States Coast Guard or the like. The processing system302may also implement a hazard hit mode in which information representative of bilge water level data is presented on the display308. The hazard hit mode may allow an operator to quickly determine if the marine vessel300is taking on water and, if so, the rate at which the marine vessel300is taking on water. The hazard hit mode may also determine if a bilge pump can remove the water quickly enough to keep the marine vessel300afloat or if the marine vessel300should be abandoned. The hazard hit mode may also alert authorities such as the United States Coast Guard, or the like, of the position and status of the marine vessel300. The above-described modes of operation are only examples of modes that may be implemented by the processing system302. Other modes of operation, or combinations or portions of the above-described modes, may also be implemented without departing from the scope of the disclosure. In addition to displaying information from one or more selected marine input sources316, each mode of operation may present information in a particular operator-selected or otherwise predetermined format. For example, some of the information may be presented in the form of one or more virtual devices that mimic the appearance and/or function of a gauge, instrument, or other analog device. Each virtual device may have a unique collection of graphical and functional properties that may be configured by a layout designer and/or adjusted by an operator. Examples of virtual devices that may be presented with the marine vessel display system300include a chartplotter, a radar screen, a fishfinder, a camera/video screen, digital instruments with numbers, analog instrument gauges, autopilot interfaces, and entertainment interfaces. In some embodiments, the display format may change based on a current operating mode. For example, if the selected mode of operation from a first mode of operation, such as a main transit mode of operation, to a second mode of operation, such as a docking/undocking, anchoring, or fishing mode of operation or other modes of operation, the display format may change accordingly to accommodate features relevant to the selected mode of operation. The processing system302may further be configured to cause automatic activation or deactivation of various equipment of the marine vessel during selection of particular modes of operation. In embodiments, equipment of the marine vessel300for which use may be expected or possible during the time a mode of operation is selected may be associated with that mode of operation. The processing system302may then automatically activate such equipment when the mode of operation is selected. Similarly, the processing system302may automatically deactivate other equipment that is no longer expected to be used while the mode of operation is selected. For example, when a fishing mode is selected the processing system302, the processing system302may issue a command to shut down or idle the marine vessel's engine, start a trolling motor, and/or turn on a fish finder. Similarly, when a hazard hit mode is initiated, the processing system302may automatically cause a bilge pump to be turned on, and/or may automatically tune a marine radio to alert authorities such as the United States Coast Guard, or the like, of the position and status of the marine vessel300(e.g., transmit an S.O.S. call). In embodiments, the processing system302may be configured to cause the automatic activation or deactivation of one or more output devices320via an output318when a particular mode of operation is selected, as described below. The position-determining component312may be configured to provide location-determining functionality for the marine vessel display system300and, optionally, the marine input sources316and/or other system and components employed by the marine vessel300. Location-determining functionality, for purposes of the following discussion, may relate to a variety of different navigation techniques and other techniques that may be supported by “knowing” one or more locations. For instance, location-determining functionality may be employed to provide location data, timing data, speed data, and/or a variety of other navigation-related data. In implementations, the position-determining component312may comprise a receiver that is configured to receive signals from one or more position-transmitting sources. For example, the position-determining component312may be configured for use with a Global Navigation Satellite system (GNSS). In embodiments, the position-determining component312may be a global positioning system (GPS) receiver operable to receive navigational signals from GPS satellites and to calculate a location of the marine vessel300as a function of the signals. While a GPS system is described herein, it is contemplated that a wide variety of other positioning systems may also be used, such as terrestrial based systems (e.g., wireless-telephony systems or data systems that broadcast position data from cellular towers), wireless networks that transmit positioning signals, and so on. For example, positioning-determining functionality may be implemented through the use of a server in a server-based architecture, from a ground-based infrastructure, through one or more sensors (e.g., gyros or odometers), and so on. Other example systems include, but are not limited to, a Global Orbiting Navigation Satellite System (GLONASS), a Galileo navigation system, or other satellite navigation system. The output318may be any wired or wireless port, transceiver, memory slot, or other device for transferring data or other information from the processing system302to the output devices320. The output devices320may be any devices capable of receiving information from the processing system302or being controlled by the marine vessel display system300such as a marine radio, beacon, lighting system, and so forth. In embodiments, the processing system302may be configured to cause at least one of automatic activation or deactivation of the output devices320via the output318. For example, the processing system302may automatically tune a channel on a marine radio, activate or deactivate a beacon, turn a lighting system on or off, or the like, during selection of various modes of operation. The marine vessel display system300may also include a speaker for providing audible instructions and feedback, a microphone for receiving voice commands, an infrared port for wirelessly receiving and transmitting data and other information from and to nearby electronics, and other information, and a cellular or other radio transceiver for wirelessly receiving and transmitting data from and to remote devices. In addition to the input314and output318, the marine vessel display system300may also include a number of other Input/Output (I/O) ports that permit data and other information to be communicated to and from the processing system302. The I/O ports may include one or more removable memory card slots, such as a micro SD card slot, or the like for receiving removable memory cards, such as microSD cards, or the like, and/or an Ethernet port for coupling a processing system302to another processing system such as a personal computer. Databases of geographic areas cross-referenced with modes of operation, navigational software, cartographic maps and other data and information may be loaded in the marine vessel display system300via the I/O ports, the wireless transceivers, or the infrared port mentioned above. The data may be stored in memory306of processing system302. In some embodiments, stored cartographic maps may be upgraded, downgraded, or otherwise modified in the background without interfering with the primary uses of the marine vessel display system300. If multiple processing systems302are employed by the marine vessel display system300, the upgrade, downgrade, or modification may be applied to all processing systems202. Thus, for example, the various components of the marine vessel display system300may be easily upgraded, downgraded, or modified without manually and tediously installing the same data on each of the components. Such functionality may also facilitate data uniformity among the various components of the marine vessel display system300. The marine vessel display system300may further include at least one housing that encloses and protects the other components of the marine vessel display system300from the environment (e.g., moisture, contaminants, vibration, impact, etc.). The housing may include mounting hardware for removably securing the marine vessel display system300to a surface within the marine vessel100or may be configured to be panel-mounted within the marine vessel100. The housing may be constructed from a suitable lightweight and impact-resistant material such as, for example, plastic, nylon, aluminums, composites, steels, or any combination thereof. The housing may include appropriate gaskets or seals to make it substantially waterproof or water resistant. The housing may take any suitable shape or size, and the particular size, weight and configuration of the housing may be changed without departing from the scope of the present disclosure. FIG.9Billustrates an embodiment of the marine vessel display system300, where the marine vessel display system300employs a plurality of independent displays (e.g., displays308A through308E). Two or more of the displays (e.g., displays308A through308E) may be mounted proximate (e.g., adjacent) to one another to form one or more display stations in the marine vessel300. For example, as illustrated inFIGS.9B and9C, three displays308A,308B,308C may be mounted together to form a first display station322in a first area of the marine vessel100, and two other displays308D,308E may be mounted together to form a second display station324in a second area of the marine vessel300. The marine vessel display system300may also include additional displays308grouped into one or more additional display stations. The embodiments described herein and shown in the figures are example implementations of the technology; however, it is contemplated that any number of displays and/or display stations can be employed by the marine vessel display system300without departing from the scope of this disclosure. Furthermore, the processing system302may be any configuration of processors that enables communication with one or more displays (e.g., displays308A through308E). In some embodiments, each display308and/or display station322or324may have a separate processing system302, or one processing system302may control all displays308of both display stations322and324and any other display stations, or any combination thereof (e.g., some displays308have respective separate processing systems302and some displays308have shared processing systems302). In embodiments including multiple processing systems302for respective displays308and/or display stations322or324, the processing systems302may coordinate their activities with other processing systems302of the marine vessel display system300. The processing system302may include any number of processors, micro-controllers, or other processing systems and resident or external memory for storing data and other information accessed or generated by the marine vessel display system300. FIG.10illustrates an example process400that employs a control system200for navigating a marine vessel (e.g., marine vessel100) through the water. In general, operations of disclosed processes (e.g., process400) may be performed in an arbitrary order, unless otherwise provided in the claims. The control system200can be communicatively coupled to two or motors of a marine vessel. For example, in an implementation, the control system200is communicatively coupled to (and/or at least partially embedded within) two trolling motors120, at least one trolling motor120and at least one thruster124, at least one trolling motor120and at least one propulsion motor122, or any two motors (e.g., trolling motor(s)120, propulsion motor(s)122, and/or thruster(s)124) that can be used actuate and/or steer the marine vessel100. In an implementation of the process400, the control system200receives a position measurement for the marine vessel (block402) and also receives an orientation measurement for the marine vessel (block404). For example, the control system200can be configured to receive a position measurement P0 from the location determining component220of the control system200. In some implementations, the control system200is configured to receive a position measurement from at least one motor (e.g., the first motor). For example, the control system200can be configured to receive position P1 or P1′ from the trolling motor120A or120A′ (e.g., from location determining component140). The control system200can be configured to receive an orientation measurement (e.g., a heading or direction D in which the marine vessel100is pointed) from the magnetometer218of the control system200. In some implementations, the control system200is configured to receive an orientation measurement (e.g., direction D) from at least one motor (e.g., the first and/or second motor). For example, the control system can be configured to receive the orientation measurement (e.g., direction D) from a trolling motor120(e.g., from magnetometer142) or a propulsion motor (e.g., from magnetometer162). In other embodiments, the orientation measurement is based on at least one additional position measurement. For example, with reference toFIGS.8A through8C, the orientation measurement can be based on a vector defined by any two of P0, P1, P2, P1′, or P2′, or a second position measurement P2 or P2′ in addition to P1 or P1′. The control system200generates a control signal for a first motor at least partially based on the position measurement (block406). For example, the control system200can be configured to generate one or more control signals for the trolling motor120A or120A′ (or propulsion motor122) based on the position measurement (e.g., position measurement P0, P1, or P1′). In some implementations, the control system200compares the position measurement with a target position (block408) and then generates the control signal (or signals) for the first motor based upon the comparison between the position measurement and the target position (block410). For example, in an implementation, the control system200can be configured to cause the trolling motor120(or propulsion motor122) to actuate the marine vessel100in a direction and/or speed to cause a reference point (e.g., center) of the marine vessel100to be at a location corresponding to position measurement P0. In another example implementation, the control system200can be configured to cause the trolling motor120A or120A′ to actuate the marine vessel100(and/or the trolling motor120A or120A′ itself) to cause the trolling motor120A or120A′ to be at a location corresponding to position measurement P1 or P1′. To control the orientation of the marine vessel, the control system200controls at least one second motor (trolling motor120B or120B′, propulsion motor122, and/or thruster124) based on an orientation measurement for the marine vessel100(block412). For example, the control system200can be configured to cause the trolling motor120B or120B′, propulsion motor122, and/or thruster124to actuate the bow104or stern110of the marine vessel in a first or second direction (e.g., to the right or left) in order to control (e.g., maintain or adjust) the orientation of the marine vessel100. In some implementations, the control system200compares the orientation measurement with a target orientation (block414) and then generates the control signal (or signals) for the second motor based upon the comparison between the orientation measurement and the target orientation (block416). For example, in an implementation, the control system200can be configured to cause the second motor (e.g., trolling motor120B or120B′, propulsion motor122, and/or thruster124) to actuate the marine vessel100in a first direction or a second direction (e.g., to the right or left) to cause the marine vessel100to maintain its direction D or vector coordinates (e.g., any two of P0, P1, P2, P1′, or P2′) when the target orientation is the same or substantially the same as the measured orientation, or to cause the marine vessel100to be rotated to a new pointing direction or new vector coordinates when the target orientation is different from the measured orientation. In another example implementation, the control system200is configured to cause the second motor to actuate the marine vessel100(and/or the second motor itself) to cause the second motor to be at a location corresponding to position measurement P2 or P2′ when the target orientation is the same or substantially the same as the measured orientation, or to a location corresponding to a new position (e.g., the target position) when the target orientation is different from the measured orientation (e.g., when the measured position P2 or P2′ for the second motor is different from the target position for the second motor). In some embodiments, a foot controller may be provided to facilitate control of a marine motor system including, in some embodiments, a marine motor system including two or more motors. The foot controller may be configured to pivot forward and backward in order to control a first aspect of the marine motor system such as, in one non-limiting example, a proportional throttle of the marine motor system, and additionally may be configured to rotate side-to-side to control a second aspect of the marine motor system such as, in one non-limiting example, a net propulsion direction of the marine motor system. In some embodiments, one or more switches or buttons may be positioned around the pedal to provide additional control inputs to the marine motor system. For example, one or more momentary switches may be provided to control a lateral propulsion of the marine motor system, which thus controls side-to-side (i.e., lateral) movement of the marine vessel. Such a configuration enables a user to easily control the marine motor system and position the marine vessel by simply pivoting and rotating the foot controller. For instance, the user may position the marine vessel in any desired orientation through combinations of pivoting, rotating, and/or switch/button presses to cause the marine vessel to move forward/reward, transition left/right, turn/spin left/right, combinations thereof, and the like. In one example configuration, pivoting the pedal forward and rotating the pedal to the right causes the marine vessel, as propelled by the marine motor system, to undertake a forward right turn. Likewise, pivoting the pedal reward and rotating the pedal to the left causes the motors to undertake a reward right run. That is, pivoting the pedal may result in pivoting the heading of the vessel in the same clockwise/counter-clockwise direction as the pedal. Rotating the pedal to the right, without forward or rearward motion, causes the motors to undertake a spin in place maneuver. In some configurations, the pedal may be configured to slide/translate front-to-back and/or slide/translate side-to-side in addition to pivoting and rotating to control another aspect of the marine motor system. FIG.11shows one embodiment of a foot controller500that is configured to be in communication with, and thereby control, a marine motor system. The marine motor system may include one or more motors such as, without limitation, one or more trolling motors, propulsion motors, thrusters, or other motors as discussed above. In some embodiments, the foot controller500is configured to control a marine motor system including two or more motors such as the systems of two or more motors discussed extensively above. The foot controller500may include a foot pedal502pivotably and rotatably coupled to a base504. In some embodiments, the base504may include a swivel or similar mechanism that includes a stationary portion configured to couple to a deck or other portion of a marine vessel, and a rotating portion (i.e., a portion that rotates with respect to the stationary portion) configured to couple to the foot pedal502to thereby permit the foot pedal502to rotate about the stationary portion of the base504and thus rotate with respect to the deck or other portion of the marine vessel to which the foot controller500is mounted. The base504may include any other suitable swivel or similar mechanism in order to permit the foot pedal502to be rotatably coupled thereto without departing from the scope of the disclosure. In some embodiments, the base504may include a “Lazy Susan” mechanism, a turntable bearing, a circular bearing, or similar swivel mechanism without departing from the scope of the disclosure. In some embodiments, the foot pedal502is pivotable, with respect to the base504, about a first axis, and rotatable, with respect to at least a portion of the base504(i.e., the stationary portion thereof), about a second axis. In some embodiments, the first axis is perpendicular to the second axis. For example, in some embodiments the first axis may be substantially parallel to a deck or other portion of the marine vessel on which the foot controller500sits when in an operable position, while the second axis may be substantially perpendicular to the deck or other portion of the marine vessel. Thus, when a user engages that planar upper surface of the foot pedal502with their foot, the user can pivot the foot pedal502about the first axis by alternatingly applying pressure with their toes and heel. Pivoting the foot pedal502in such a manner controls a first aspect of the marine motor system such as, in one non-limiting example, a proportional throttle of the marine motor system. Additionally, the user can rotate the foot pedal502side-to-side by rotating their foot back and forth. Rotating the foot pedal502in such a manner controls a second aspect of the marine motor system such as, in one non-limiting example, a directional propulsion of the marine motor system and thus a heading of the marine vessel. This will be more readily understood in connection with the discussion ofFIGS.12-14below. The foot controller500may include control inputs such as additional buttons, switches, and/or additional axes of movement to control additional aspects of the marine motor system without departing from the scope of the disclosure. For example, in some embodiments the foot controller500may include a pair of switches506and508flanking the foot-engaging portion of the foot pedal502. In some embodiments, the switches506and508may each be a momentary switch; that is, a switch that closes (and thus switches on) only under continuous compression. In such embodiments, the switches506and508will remain on only when the user's foot applies pressure to the respective switch and will turn off as soon as the user releases the pressure. In other embodiments, the switches506and508may be toggle or maintained switches that switch on when depressed and remain on until they are again actuated (depressed). In some embodiments, the user may use the switches506and508in combination with additional movement of the foot pedal502to control aspects of the marine motor system. For example, and as will be discussed in more detail in connection withFIG.14, the switches506and508may be used to control lateral propulsion of the marine motor system such that, when depressed and the user thereafter rocks their foot forward to increase throttle, the marine vessel will move in a lateral direction. The foot controller500may include additional switches or buttons, such as buttons510a-c, flanking the foot pedal502or otherwise that control various additional aspects of the motor system. Each switch or button may be a maintained or momentary switch without departing from the scope of the disclosure. By way of example, in some embodiments the buttons510a-cmay include a continuous propeller control button (i.e., a button that, when depressed, turns one or more propellers of the marine motor system on and off), a heading hold button (i.e., a button that, when depressed, causes the marine motor system to maintain a current heading of the marine vessel), an anchor lock button (i.e., a button that, when depressed, causes the marine motor system to hold the marine vessel in a current position), and/or buttons that control various other aspects of the marine motor system. In some embodiments, a user may use one or more of these buttons510a-cto set a relative heading angle of the marine vessel; i.e., the user may have the option to fix the heading of the marine vessel relative to cardinal directions or relative to an autopilot route. Additionally, or alternatively, the user may be able to use one or more of the buttons510a-calone or in addition to other control devices such as the display308, a handheld remote, etc., to change the heading of a marine vessel while following an autopilot route; i.e., the user can dynamically adjust the direction that the bow of the marine vessel is pointed, thereby allowing the boat to follow a route while oriented parallel, perpendicular, or at another angle relative to that route. Embodiments of the foot controller500may also include additional buttons, switches, and/or control inputs without departing from the scope of the disclosure. For example, in some embodiments the foot controller500may include a kill switch on or integrated into the foot pedal502which may include, e.g., an ambient light sensor, a pressure sensor, or similar in order to kill the motor(s) of the marine motor system when there is no foot on the foot pedal502. Moreover, in some embodiments, one or more of the buttons510a-c, switches506or508, or other control inputs of the pedal500may include a mechanical-lock-out or software-disable feature that prevents the button, switch, or other control input from being inadvertently activated. Embodiments of the foot controller500may also include a speed control wheel or other speed control device, as will be discussed more fully below in connection withFIGS.16-17. By pivoting the foot pedal502, rotating the foot pedal502, and/or depressing one or more switches506,508or buttons510a-c, a user is able to control one or more aspects of the marine motor system, and thus a marine vessel to which the marine motor system is attached, using the intuitive foot controller500. This will be more readily understood with reference toFIGS.12-14. First,FIG.12schematically illustrates how, according to one embodiment of the disclosure, a marine vessel514equipped with a marine motor system would respond to a user pivoting the foot pedal502forward and backward (schematically represented by arrow512) without otherwise moving the foot pedal502or initiating another control input on the foot pedal502such as, e.g., rotating the foot pedal side-to-side, depressing one or more of the switches such as switches506and508, etc. In this embodiment, pivoting the foot pedal502controls a proportional throttle of the marine motor system. Thus, when a user pivots the foot pedal502forward (i.e., when the user pushes their toes down on a front portion of the foot pedal502) the marine vessel would move forward, as schematically depicted by arrow516. Similarly, when a user pivots the foot pedal502rearward (i.e., when the user pushes their heel down on a back portion of the foot pedal502) the marine vessel would move backward, as schematically depicted by arrow518. In such embodiments, the foot controller500can be implemented with a marine motor system having one or more motors. For example, the foot controller500could be used to control a marine motor system having a single, rotatable trolling motor or propulsion motor or the like. In such embodiments, pivoting the foot pedal502forward or backward without otherwise rotating the foot pedal502(which will be discussed below) controls the system by keeping the rotatable motor facing forward and providing forward propulsion (in the case of pivoting the foot pedal502forward) or reverse propulsion (in the case of pivoting the foot pedal502backward). When the foot controller500is used to control a marine motor system having two or more motors, the operation described in connection withFIG.12controls all rotatable motors to face forward and either provide forward or reverse thrust, as discussed. For systems when one or more of the motors is a stationary motor (such as a thruster) facing to the right or left, the thruster will not be initiated during the operation described in connection withFIG.12. Instead, only motors of the marine motor system that are rotatable or are permanently mounted in the forward direction will provided propulsion in this instance. Moreover, in embodiments such as that shown inFIG.12, pivoting the foot pedal502controls a proportional throttle of the marine motor system. Accordingly, the farther the foot pedal502is pivoted in the frontward or rearward direction, the faster the marine vessel514will travel forward (arrow516) and backward (arrow518), respectively. In some embodiments, the curve of the pedal-angle-to-speed ratio is non-linear such that, when the first aspect is proportional throttle, the throttle will increase exponentially as the user continues to pivot the foot pedal502. More particularly, the increase in speed per degree of foot pedal502tilt is gradual near zero throttle, ramping up more sharply toward the maximum foot pedal502tilt angle. Although inFIG.12pivoting the foot pedal502forward and rearward controls proportional throttle, the disclosure is not so limited and in other embodiments pivoting the foot pedal502forward and rearward may control a different aspect of the marine motor system without departing from the scope of the disclosure. For example, in some embodiments pivoting the foot pedal502about the first axis may control propulsion direction (i.e., heading) of the marine vessel514and/or marine motor system, may simply turn motors on/off rather than controlling a proportional throttle of the marine motor system, may control lateral movement of the marine vessel514, or may control another aspect of the marine motor system without departing from the scope of the disclosure. FIG.13schematically depicts how a marine vessel514may respond to rotating the foot pedal502about the second axis (i.e., rotating or swiveling the foot pedal502about the stationary part of the base504) according to some embodiments of the disclosure. Again, the foot pedal502is configured to rotate about a second axis that, in some embodiments, is substantially perpendicular to a deck or other surface of the marine vessel514, as schematically represented by arrow520. In some embodiments this rotation is independent of the foot pedal502pivoting about the first axis such that the user may rotate the foot pedal502notwithstanding the current pivot position of the foot pedal502. In this embodiment, the second aspect is a heading and/or propulsion direction of the marine motor system, such that rotating the foot pedal502according to arrow520may result in a spin or turn of the marine vessel514. For example, in some embodiments rotating the foot pedal502right and left as depicted by arrow520results in the marine vessel514spinning right and left, respectively. Moreover, in some embodiments rotating the foot pedal502while simultaneously pivoting the foot pedal502(as depicted by arrow512inFIG.12) results in the marine motor system moving the marine vessel514in a forward or rearward turn and/or spin, as schematically depicted by arrows522and524. For example, in embodiments in which pivoting the foot pedal502about the first axis controls a proportional throttle of the marine motor system and rotating the foot pedal502about the second axis controls a heading/propulsion direction of the marine motor system, pivoting the foot pedal502forward and to the right and left results in the marine vessel514completing a forward right and left turn, respectively. Similarly, pivoting the foot pedal502backward and to the right and left results in the marine vessel514completing a reverse right and left turn, respectively. Other maneuvers may also be achieved. For example, when the vessel514is in reverse with the pedal502turned clockwise (right), the boat will turn clockwise (right), which is effectively a reverse left turn. Of course, the vessel514may move in any direction in response to actuation of the pedal502. When the marine motor system includes a single, rotatable motor, the turn movement shown inFIG.13may be accomplished simply by the rotating the single motor to a bearing corresponding to the direction of the foot pedal502(i.e., such that the motor is pointing to the right when the foot pedal502is rotated to the right, and such that the motor is pointed to the left when the foot pedal502is rotated to the left) and then providing forward or rearward propulsion in response to a pivot location of the foot pedal502(i.e., forward propulsion when the foot pedal502is pivoted forward and reverse propulsion when the foot pedal502is rotated backward). Additionally or alternatively, the vessel514may perform a spin movement as also shown by arrow522. When the marine motor system includes a single, rotatable motor, the spin movement shown inFIG.13may be accomplished simply by rotating the single motor to a bearing corresponding to the direction of the foot pedal502in a similar manner to the turn functionality described above, while providing propulsion to spin the vessel514in the direction of the pivoted pedal502without requiring a forward or rearward pivot of the pedal502to initial spin thrust. In marine motor systems including two or more motors, the motors may independently be controlled to perform the desired turn as indicated by the rotation of the foot pedal502, as discussed above. For example, when the marine motor system includes a fixed, lateral facing thruster, the thruster may be operated in forward or reverse propulsion in addition to or instead of rotating another motor of the marine motor system in order to achieve the desired turn as schematically shown by arrows522and524. Again, although inFIG.13rotating the foot pedal502controls heading/propulsion direction, the disclosure is not so limited and in other embodiments rotating the foot pedal502about the second axis may control a different aspect of the marine motor system without departing from the scope of the disclosure. For example, in some embodiments rotating the foot pedal502about the second axis may control a proportional throttle of the marine motor system, may turn one or more motors on/off, may control lateral movement of the marine vessel514, or may control another aspect of the marine motor system without departing from the scope of the disclosure. In some embodiments, the foot pedal502is not restricted in rotation and thus can rotate a complete rotation about the second axis, while in other embodiments the foot pedal502may be configured to rotate about the second axis less than a complete revolution. For example, in one non-limiting embodiment, the foot pedal502is configured to swivel approximately +20 degrees/−20 degrees from center, for a total of 40 degrees of swivel. This may provide for a more comfortable and easy control of the marine motor system because the user can transition from full right to left steer by rotating the foot pedal502through a relatively small arc. In other embodiments the foot pedal502may be configured to rotate more or less than 40 degrees depending on the specific application without departing from the scope of the disclosure. In some embodiments, the foot controller500may include a centering mechanism to return the pedal502to a neutral or central position with respect to the first axis and/or the second axis. For example, the pivot and/or swivel mechanism can include a zero-degree detent such that the user can feel when the foot pedal502is returned to the zero-throttle position and center of the steering arc, respectively. Additionally, or alternatively, the foot controller500may include one or more biasing members, motors, actuators, or other mechanism that automatically return the foot pedal502to zero degrees tilt and/or zero degrees swivel when the user releases pressure on the foot pedal502. In some embodiments, movement of the foot pedal502and/or depressing one or more buttons or switches on the foot controller500may cause a lateral movement of the marine vessel, as shown inFIG.14. In this embodiment, the switches506and508are momentary switches that control lateral movement of the marine vessel514. A user can initiate the lateral movement by depressing one of the switches506or508, and then throttling forward (i.e., pivoting the foot pedal502forward about the first axis, as discussed) to thereby control lateral speed of the marine vessel514. More particularly, when a user places their foot on the right switch506and then pivots the foot pedal502forward as schematically shown by arrow526, the marine vessel514will move laterally to the right, as schematically depicted by arrow528. Conversely, when a user places their foot on the left switch508and then pivots the foot pedal502forward as schematically shown by arrow526, the marine vessel514will cause lateral propulsion of the marine system in a second direction opposite to the first direction; that is, the marine vessel514will move laterally to the left, as schematically depicted by arrow530. Moreover, in some embodiments the foot controller500is configured to allow for all three control inputs discussed herein to be use simultaneously in order to perform a sweeping lateral turn. For example, a user could depress the left switch508, throttle forward by pivoting the foot pedal502forward as schematically shown by arrow526, and rotate the foot pedal502to the right as schematically depicted by arrow520. This results in a wide, swinging orbit of the marine vessel514, with the bow turning towards starboard while the marine vessel514generally laterally moves left, swinging the stern around in sweeping arc to the left. Similarly, a user could depress the right switch506, throttle forward by pivoting the foot pedal502forward as schematically shown by arrow526, and rotate the foot pedal502to the left as schematically depicted by arrow520, resulting in a wide, swinging orbit of the marine vessel514, with the bow turning towards port while the marine vessel514generally laterally moves right, swinging the stern around in sweeping arc. In some embodiments, the lateral movement discussed in connection with arrows528and530inFIG.14is accomplished via a marine motor system including two or more motors. For example, one fixed motor (such as a thruster or the like) or rotating motor (such as a trolling motor or the like) may be provided at the bow of the marine vessel514, and a second fixed motor or rotating motor may be provided at the stern of the marine vessel514. In such embodiments, the fixed motor(s), if any, may be mounted to face in a lateral direction in order to provided propulsion side-to-side with respect to the marine vessel514. In such embodiments, depressing one of the switches506or508will cause the rotating motor to align in the appropriately facing lateral direction (i.e., to the right when switch506is depressed and to the left when switch508is depressed) and then provide forward propulsion, while the fixed, lateral facing motor provides either forward or reverse propulsion in order to propel the marine vessel514in the desired lateral direction. Moreover, for embodiments in which the marine motor system includes at least two motors with a first motor mounted near the bow and a second motor mounted near the stern of the marine vessel514, the marine motor system may balance the thrust of the motors when performing the lateral moves discussed in connection withFIG.14. Due to the geometry and weight distribution of a marine vessel514, less thrust is needed to move the bow laterally than the stern. Thus, when performing the lateral movement, the marine motor system may reduce the thrust of the bow mounted motor as compared to the thrust provided by the stern mounted motor in order to keep the movement of the bow balanced with that of the stern. In some embodiments, the foot controller500may be configured to control a marine motor system including two fixed motors. This may be more readily understood with reference toFIGS.15A and15B. First,FIG.15Ashows an embodiment of a marine motor system in which a first motor532is provided in a fixed, front-to-back (bow-to-stern) orientation on the bow of marine vessel514, and a second motor534is provided in a fixed, right-to-left (starboard-to-port) orientation on the marine vessel514. In such embodiments, the bow-mounted motor532is configured to provide forward and reverse propulsion, as schematically illustrated by arrow536, while the stern-mounted motor534is configured to provided right and left propulsion as schematically illustrated by arrow538. In such embodiments, the foot controller500may be configured to control the marine motor system, and thus the marine vessel514, in a similar manner as discussed in connection withFIGS.12and13, notwithstanding that the motors are provided in a fixed orientation. For example, pivoting the foot pedal502forward and backward as schematically depicted by arrow512causes the front motor532to throttle forward and backward, in turn causing the marine vessel514to move forward and backward. When the foot pedal502is not otherwise rotated (i.e., the user desires for the marine vessel514to travel straight), the rear motor534is not needed and thus provides no propulsion. However, rotating the foot pedal502right and left and schematically depicted by arrow520causes the rear motor534to propel the stern of the marine vessel514in a corresponding direction in order to effectuate the desired spin or turn. For example, rotating the foot pedal502to the right may cause the rear motor534to propel the stern of the marine vessel514to the left to thereby swing the bow to the right, resulting in in the right turn/spin. Similarly, rotating the foot pedal502to the left may cause the rear motor534to propel the stern of the marine vessel514to the right to thereby swing the bow to the left, resulting in in the left turn/spin. And when the user both pivots and rotates the foot pedal502in order to, e.g., make a forward or reverse turn, the marine motor system will operate the motors532,534in concert in order to propel the marine vessel514in the desired direction. For example, to create a forward, right turn, the user pivots the foot pedal502forward and rotates the foot pedal to the right, and the front motor532will provide a forward propulsion while the back motor534provides propulsion to the left. By using two fixed motors/thrusters532,534in this fashion, the marine motor system beneficially provides full steering capability while eliminating the need for a bow-mounted rotatable trolling motor or other similar rotatable motor. Although in the embodiment depicted inFIG.15Athe front (bow) motor532is fixed in the front-to-back orientation and the rear (stern) motor534is fixed in the right-to-left orientation, the disclosure is not so limited and in other embodiments the two motors may be affixed to other portions of the marine vessel514(i.e., both near the bow, both near the stern, etc.) and/or may be affixed in other orientations (i.e., at an angle with respect to the front-to-back or left-to-right orientation, etc.) without departing from the scope of the disclosure. For example, in the embodiment depicted inFIG.15B, the marine motor system includes two motors540and542, with the front (bow-mounted) motor540being affixed in the right-to-left (starboard-to-port) orientation to thereby provide right-to-left propulsion as schematically depicted by arrow544, and the rear (stern-mounted) motor542being mounted in the front-to-back (bow-to-stern) orientation to thereby provide forward and reverse propulsion, as schematically depicted by arrow546. In such embodiments, the motors540and542may be operated in concert in a similar manner as discussed in connection withFIG.15Ain order to propel the marine vessel514in the desired direction. For example, to move the marine vessel514forward or backward in a straight line, the rear motor542may be operated in forward and reverse propulsion, respectively. To spin the marine vessel514right and left, the front motor540may be operated to provide propulsion in the right direction (thereby swinging the bow to the right) and the left direction (thereby swinging the bow to the left), respectively. And to initiate a forward or reverse turn, the motors540and542will be operated at the same time to effectuate a net propulsion of the marine vessel514in the desired direction. Although the aspects of the disclosure have been discussed in connection with the foot controller500, the disclosure is not so limited and in other embodiments a foot controller having different multi-axis and/or multi-button control inputs may be implemented without departing from the scope of the disclosure. For example,FIGS.16and17show another embodiment of a foot controller600that is configured to be in communication with, and thereby control, a marine motor system according to aspects of the disclosure. At a high level, the foot controller600may include a foot pedal602, base604, first and second switches606and608, and multiple buttons610a-c. These features are similar in construction and operation to the foot pedal502, base504, first and second switches506and508, and buttons510a-c, respectively, discussed in connection with foot controller500, and thus will not be discussed again in detail. In this embodiment, however, the foot controller600includes an additional control input in the form of a speedwheel618. Unlike the foot pedal502of the foot controller500, which was configured to control a proportional throttle of the marine motor system, in this embodiment the speedwheel618controls the proportional throttle of the marine motor system. The speedwheel618is configured to rotate about a third axis (which, in the depicted embodiment, is substantially parallel to the first axis), and a user can increase and decrease propulsion speed of the marine motor system by rotating the speedwheel618about the third axis. For example, in one embodiment rotating the speedwheel forward (i.e., towards switch608in the depicted embodiment) will increase throttle, while rotating the speedwheel618backward (i.e., toward the button610ain the depicted embodiment) will decrease throttle. In such embodiments, pressing forward on the foot pedal602, as schematically depicted by arrow612, will result in forward propulsion at the speed set corresponding to the position of the speedwheel618, while pressing backward on the foot pedal602, as schematically depicted by arrow614, will result in reverse propulsion at the speed set corresponding to the position of the speedwheel618. Again, in a similar manner to the foot controller500discussed above, rotating the foot pedal602about the second axis as schematically depicted by arrow616results in the marine motor system propelling a marine vessel in a spin and/or turn. In such embodiments, the foot pedal602may be configured to pivot forward and backward a minimal amount, because such movement only controls an on/off function of the marine motor system rather than a proportional throttle or similar aspect. For example, the foot pedal602may include a pair of momentary switches, one at the front of the foot pedal602and one at the rear, that are in turn actuated by the user rocking the foot pedal602forward and backward, respectively, in order to initiate propulsion at the speed set by the speedwheel618. Because only relatively small movements of the foot pedal602are needed to perform this on/off function and/or initiate the momentary switches (as compared to movement of the foot pedal502when controlling proportional throttle or the like), in this embodiment the foot controller600may provide ergonomic benefits in that the user need not be subjected to large ankle bends for long periods of time. Namely, the angle, α (FIG.17), needed to initiate forward propulsion at full-out throttle in this embodiment in relatively small, because a user would simply turn the speedwheel618all the way forward and then pivot the foot pedal602slightly forward (arrow612) to depress the momentary switch and thus initiate the forward propulsion. Although in the embodiment of the foot controller600shown inFIGS.16-17the axis of the speedwheel618is parallel to the bottom of the base604and/or the deck of the marine vessel on which the foot controller600sits when in an operable position, the disclosure is not so limited. For example, in some embodiments the axis of rotation of the speedwheel618and/or other control wheel provided on the foot controller may be perpendicular to the deck of the marine vessel or be provided at an oblique angle with respect to the deck of the marine vessel without departing from the scope of the disclosure. Moreover, although aspects of the foot controllers500and600have been discussed herein as a single, integrated controller, the disclosure is not so limited and in other embodiments one or more of the components discussed herein may be mounted away from, or otherwise provided separate from, the foot pedal502,602, the base504,604, or other portion of the foot controller500,600. For example, in some embodiments there may be a pod separate from the foot pedal502,602and/or base504,604housing one or more switches (such as, e.g., switches506,508,606,608), buttons (such as, e.g., buttons510a-c,610a-c), wheels (such as, e.g., speedwheel618), or other control inputs. In such embodiments, the pod may sit on the deck of the marine vessel514beside the foot controller500,600, allowing the foot controller500,600more room to swivel side-to-side in a recessed foot pedal tray or similar. In some embodiments, particularly for embodiments in which the marine motor system includes multiple motors, one or more motor may be mounted to one or more extant components of a marine vessel in order to facilitate mounting of the one or more motors and/or to facilitate placing the one or more motors into the water and removing the one or more motors therefrom, as needed. This will be more readily understood in connection withFIGS.18and19A-C. First,FIG.18shows a marine vessel700including a rear (stern) mounted motor702forming part of a marine motor system, such as the systems of two or more trolling motors, thruster, propulsion motors, etc., discussed herein. In this embodiment, the motor702is mounted to a distal end of a shallow water anchor704of the marine vessel700. The shallow water anchor704is pivotably coupled to the marine vessel700via a hinge mechanism706or similar. The hinge mechanism706permits movement of the shallow water anchor704, and thus the motor702attached thereto, into and out of the water. Namely, in some embodiments the shallow water anchor704is pivotable from a substantially horizontal position (704a) in which the anchor704, and thus the motor702attached thereto, are out of the water, through a series of intermediate positions such as704b, and to a substantially vertical, operable position704cin which a spike or power pole of the shallow water anchor704may be deployed and thus anchor the marine vessel700to the lakebed. This arc of travel of the pivotable shallow water anchor704is schematically depicted by arrow708. Because the motor702is mounted on a distal end of the shallow water anchor704, when the anchor704is in the upright, operable position (704c) the motor702will be below the water surface and thus operable for use in the various embodiments discussed herein. This embodiment advantageously provides for a mounting location of the motor702when the marine vessel700has a crowed transom, while providing flexibility of permitting a user to insert the motor702into the water and remove it therefrom as needed. FIGS.19A-Cshow another embodiment in which a motor710of a marine motor system is mounted to a shallow water anchor712. In this embodiment, the motor710is mounted to a sleeve714forming part of the hydraulicly or electrically driven power pole used to anchor the marine vessel700to the lakebed or other underwater surface. More particularly, the motor710is mounted to a distal end of a sleeve714that surrounds a spear716used to pierce the lakebed and thus anchor the marine vessel700in place. In this embodiment, a user can deploy the motor710and/or spear716using one or more buttons on the foot controller500or600or using another on-board or wireless controller. In this instance, the user can lower the sleeve714, and thus motor710coupled thereto, into the water even without deploying the spear716. Namely, as shown inFIG.19A, prior to use the sleeve714is retracted into the body of the shallow water anchor712and thus the motor710is held out of the water or near the surface of the water. When the user deploys the motor710, the sleeve714extends from the body of the shallow water anchor712and thus into the water, as shown inFIG.19B. In this state, the motor710is operable as part of a multi-motor marine motor system discussed extensively herein. And in some embodiments, the user can further deploy the spear716housed within the sleeve714in order to anchor the marine vessel700in place, as shown inFIG.19C. In this regard, a user is able to mount one motor710of a multi-motor marine motor system to an already existing component on the transom of the marine vessel700while having the ability to raise and lower the motor710as necessary. Moreover, in some embodiments the motors702,710may be steerable with respect to the shallow water anchors704and712, and/or the shallow water anchors704and712themselves may be steerable and controllable via the foot controller500or600or otherwise. In such embodiments, the one or more motors702,710attached to one or more shallow water anchors704,712at the stern of the marine vessel700are configured to steer the marine vessel700on its own without the addition of a traditional bow-mounted trolling motor or the like. Two motors702,710mounted and controllable in this fashion, with at least one of the motors702,710being steerable, may provide heading control for the marine vessel700as well. However, any combination of motors including traditional bow-mounted trolling motors may be employed. For instance, in one example configuration, a bow-mounted trolling motor, a stern-mounted shallow-water-anchor-with-thruster, and a stern-mounted shallow-water-anchor-without-thruster may be utilized to provide the functionality described herein. Additionally, by integrating the dual motor/thruster702and/or710and dual shallow water anchors704and/or712, the user can receive the benefits of both dual thrusting motors and dual shallow-water anchors without having excess equipment mounted on the marine vessel700. | 116,566 |
11858610 | DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications in the described embodiments, and any further applications of the principles of the invention as described herein are contemplated as would normally occur to one skilled in the art to which the invention relates. A vacuum lift apparatus must have a weight to buoyancy ratio (W/B) that is less than 1 in order to provide lift. The weight to buoyancy (W/B) ratio is a function of the air weight/density, air pressure loading and system weight. Equation (1) provides a generalized representation for W/B ratio. WB=∑VcρcVaρa=f(airweight,loading,structuralweight,manufacturability)≤1(1) where:Vc=system component volumeVa=displaced air volumeρc=system component densityρa=displaced air density The vacuum lift apparatus is defined by a hollow structure that is evacuated to provide a lower density apparatus relative to the surrounding atmosphere. In one form, the vacuum lift apparatus can be defined by a helical sphere made from a tube formed in an Archimedean spiral. The three-dimensional (3D) projection onto a sphere becomes a spherical helix. The helical sphere can be formed from a single hollow tube or a plurality of hollow tubes connected together to form a spherical helix path. The hollow tube can be made of a thin membrane material filled with air or other gases such as nitrogen, helium or other lighter than air gases. The weight of such geometry is driven by the internal spherical radius, and the tube's radius and wall thickness, and density of the materials. The tube is subjected to the vacuum pressure, external air pressure, and tube internal pressure, where Pvac<<Pextsuch that enough air weight is removed to permit buoyancy, and Pint≥Pextin order for the tube's membrane to remain in tension. From a stress perspective, the local hoop stress follows equation (2), which reduces the stress level significantly compared to a perfect sphere design, where the stress is proportional to R, i.e.σ∝ΔP(R2t). Pressure differentials, ΔP, are formed by the difference between the tube internal and vacuum pressures, ΔPci=Pint−Pvac, and the difference between the tube internal and external air pressures, ΔPco=Pint−Pext. Furthermore, increasing the number of revolutions reduces the local stress further by consequentially reducing ri. σ∝ΔPrit(2) where:ΔP=pressure differentialt=tube membrane thicknessr=tube radius The tube can be made from any lightweight fluid impervious material, including but not limited to polymer films, such as Polyethylene Terephthalate (PET) and Polyethylene Naphthalate (PEN) films. Another method for forming a lifting body can include two concentric spherical membranes that may be fused in a spherical helix path. The unfused, or unconnected, regions between the two membranes is filled with air to provide structural rigidity to the wall made of the membranes. Referring now toFIG.1, a schematic perspective view of a vacuum lift apparatus10according one embodiment of the present disclosure is depicted. In the disclosed embodiment, the vacuum lift apparatus10includes a hollow portion such as a helical sphere12defined by a tube14that is wound in a helical pattern. It should be understood that the present invention is not limited to the disclosed embodiment and thus other shapes (i.e. shapes other than a helical sphere) are contemplated herein. A vacuum port16can be formed proximate the top of the vacuum lift apparatus10at one of the tube ends. While the vacuum port16is shown at the top, it should be understood that the vacuum port16may be positioned anywhere on the vacuum lift apparatus10. In the disclosed embodiment, the tube14is illustrated with space between adjacent winding layers for clarity, however in practice the tube14contact and seal to adjacent tube winding layers at either side thereof so that the internal vacuum of the lift apparatus10can be maintained. The vacuum port16may include a valve (not shown) so as to permit gas (e.g. air or other atmosphere) to be pumped therethrough as would be known to those skilled in the art. Pumping the atmosphere out of the hollow region will create an internal vacuum and cause the apparatus to rise in altitude if no external restraints are engaged therewith. Conversely, pumping atmospheric gas into the hollow region will reduce or eliminate the vacuum and thus cause the apparatus10to move to a lower altitude until a buoyancy equilibrium is reached or the apparatus10lands on the surface of the planet. In this manner, the altitude of the lift apparatus10may be actively controlled with an electric valve. FIG.2shows a top view of the vacuum lift apparatus10with the tube14aligned in a helical pattern. The tube14includes a first end17and a second end19. In one embodiment, the tube14can be wound in a helical pattern in a circumferential plane and simultaneously form a spherical shape as the tube14is stacked line to line on top of itself as vacuum lift apparatus10is assembled. While the disclosed embodiment illustrates a single tube14to form the vacuum lift apparatus10, it is contemplated herein that multiple tubes14can be operably connected together to form the vacuum lift apparatus10. The tube14can be filled with a gas to a desired design pressure during assembly of the vacuum lift apparatus10. Alternatively, the tube14can be partially filled or completely evacuated during assembly and then subsequently pressurized with a gas. Referring now toFIG.3A, a cutaway view of the vacuum lift apparatus10is schematically illustrated. As the vacuum lift apparatus10is being assembled, the tube14can be sealed such that each tube layer21is connected to an adjacent tube layer21at either side to form a solid wall23which will restrict or prevent fluid from passing therethrough. Pextis the external pressure and Pvacis the internal pressure or vacuum acting on the lift apparatus10. Pintis the internal pressure of the tube14. FIG.3Bshows an enlarged cross-sectional view of the tube14. The tube14has an internal tube wall surface20that is acted on by an internal gas pressure Pint. In one embodiment the internal gas can be atmospheric air, but other gases are also contemplated such as by way of example and not limitation, atmospheric gas of other planets or other gases such as nitrogen, helium or hydrogen just to name a few. An outer wall surface22is spaced apart from the inner wall surface20to define a wall thickness24of the tube14illustrated by an opposing double arrow. The wall thickness24, the radius ritand the material properties of the tube14define a strength and stiffness of the tube14. A seal line30defines the location where the tube14is sealed to adjacent layers to form a solid wall23(seeFIG.3A). Depending on the material selection, the seal may be formed in a variety of ways. In some forms, the tube14may be heat sealed and in other forms the tube may be connected via a chemical process or by way of adhesives or the like. After the tube layers21are sealed together and the vacuum lift apparatus10is completely formed, a vacuum can be created internally and the resulting pressure Pvacis defined therein. A true absolute vacuum will cause Pvacto be zero, however present invention may still work if Pvacis greater than zero as long as the weight density of the vacuum lift apparatus10is less that the density of the external atmosphere. Referring now toFIGS.4A and4B, a schematic view of a vacuum lift apparatus40according another embodiment of the present application is disclosed. The vacuum lift apparatus40can be of any shape, however a “traditional bulbous” balloon shape as illustrated is a typical form. The vacuum lift apparatus40includes a wall42having an outer membrane44and an inner membrane46with an intermediate volume48sandwiched between the inner and outer membranes46,44respectively. The inner and outer membranes46,44, can be of any relatively lightweight material that resists or prevents fluid transfer therethrough. Typically a lightweight polymer would be used as a material, however the present invention is not limited as such. The intermediate volume48may be filled and pressurized with a gas such as atmospheric air or other gasses as desired. The pressure in the intermediate volume48helps to hold the vacuum lift apparatus40in an expanded configuration so that the wall42will not collapse on itself when a vacuum is produced internal of the inner membrane. Similar to the vacuum lift apparatus10, a valve system (not shown) can be operably coupled with the wall42to permit a vacuum pump to be connected and withdraw most or all of the gas internal from the hollow structure of the vacuum lift apparatus40. In operation, the vacuum lift apparatus10or40will rise in altitude so long as the density of the entire apparatus is lower than the surrounding atmosphere. The excess buoyancy of the vacuum lift apparatus10or40can be used to carry equipment to a desired altitude above ground. As long as the vacuum holds, the vacuum lift apparatus10or40will remain at that altitude. The vacuum lift apparatus10or40can control descent by opening an electronic valve to permit atmosphere to enter into the vacuum area. In other forms, a tether may be connected to the vacuum lift apparatus10or40and may be pulled down either manually or through a motorized winch system or the like. In one aspect, the present disclosure includes a vacuum lift apparatus comprising: a tube wound in a helical pattern, wherein adjacent layers of tube are sealed together to form a solid wall and a defined hollow region; and a valve operably coupled to the wall. In refining aspects, the solid wall resists fluid flow therethrough or the solid wall prevents fluid flow therethrough; wherein the tube is filled with a gas at a desired pressure; wherein means for sealing the adjacent layers of tube to one another include heat, chemical, and/or adhesive means; wherein a vacuum is generated within the hollow region with a pump; wherein the tube includes a plurality of tube segments coupled to one another; and wherein the tube is formed from a plastic material. In another aspect, a method for lifting a load to a desired altitude with a vacuum lift apparatus comprising: forming a hollow fluid tight structure with a pressurized tube wound and sealed in a helical pattern; pumping fluid out of the hollow structure to form a vacuum region; attaching a load to the structure; lifting the load to a desired altitude via vacuum buoyancy. In refining aspects, the method includes reducing the vacuum buoyancy of the structure to land the load on a surface; wherein the reducing includes filling the hollow structure with a gas to pressurize the vacuum region; controlling a fluid flow into and out of the hollow structure with a valve operably connected thereto; wherein the valve is electronically actuated. In another aspect, a vacuum lift apparatus comprises: a hollow body defined by a fluid tight wall; wherein the fluid tight wall includes an outer membrane, an inner membrane and an intermediate volume positioned between the inner and outer membranes. In refining aspects, the inner and outer membranes are formed from a plastic or polymer; wherein the intermediate volume is filed with a gas to cause the wall of the hollow body to hold a predefined shape; wherein the gas is pressurized air; further comprising a valve connected to the hollow body; further comprising a fluid pump connected to the valve configured to evacuate the hollow body; and wherein the hollow body will rise to a predetermined altitude after evacuating the hollow body. While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the inventions are desired to be protected. It should be understood that while the use of words such as preferable, preferably, preferred or more preferred utilized in the description above indicate that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the invention, the scope being defined by the claims that follow. In reading the claims, it is intended that when words such as “a,” “an,” “at least one,” or “at least one portion” are used there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. When the language “at least a portion” and/or “a portion” is used the item can include a portion and/or the entire item unless specifically stated to the contrary. Unless specified or limited otherwise, the terms “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings. | 13,459 |
11858611 | DETAILED DESCRIPTION Some implementations of the present disclosure will now be described more fully hereinafter with reference to the accompanying figures, in which some, but not all implementations of the disclosure are shown. Indeed, various implementations of the disclosure may be embodied in many different forms and should not be construed as limited to the implementations set forth herein; rather, these example implementations are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. For example, unless otherwise indicated, reference something as being a first, second or the like should not be construed to imply a particular order. Also, something may be described as being above something else (unless otherwise indicated) may instead be below, and vice versa; and similarly, something described as being to the left of something else may instead be to the right, and vice versa. Like reference numerals refer to like elements throughout. FIG.1illustrates a multi-rotor vehicle environment100in accordance with example implementations of the present disclosure. The multi-rotor vehicle environment is an example of an environment in which a multi-rotor vehicle102may operate. The multi-rotor vehicle is generally a vehicle such as a rotorcraft with more than one rotor, typically more than two rotors. These rotors are sometimes referred to as wings, propellers, rotary wings, rotor blades or the like, and each revolves around a mast coupled to a motor. As shown, the multi-rotor vehicle takes the form of a quadcopter, which may be manned or unmanned. Other examples of suitable multi-rotor vehicles include a manned or unmanned tricopter, hexacopter, octocopter or the like. The multi-rotor vehicle102flies and may perform additional operations in the multi-rotor vehicle environment100. For example, the multi-rotor vehicle may perform operations for a surveillance mission. The operations for the surveillance mission may include generating images of objects including a building104. These images may be still images, video, or some combination thereof. Additionally, the surveillance mission also may include generating images of traffic on road106. For example, the multi-rotor vehicle may generate images of a vehicle108moving on the road. According to example implementations of the present disclosure, the multi-rotor vehicle102includes distributed modular-based edge computing systems that may increase the reliability and survivability of the multi-rotor vehicle.FIG.2illustrates a multi-rotor vehicle200that may correspond to multi-rotor vehicle102, according to some example implementations of the present disclosure. As shown, the multi-rotor vehicle includes an airframe202, and coupled to the airframe, a plurality of electric motors204operatively coupled to a respective plurality of rotors206. The plurality of electric motors are configured to cause the respective plurality of rotors to rotate relative to the airframe. Also coupled to the airframe202, the multi-rotor vehicle200includes a plurality of edge computing systems (ECS)208(shown operable as including primary and secondary edge computing systems208a,208b) that are independent, distinct and distributed to the plurality of electric motors (M)204. Each edge computing system of the plurality of edge computing systems is operatively coupled to a respective electric motor of the plurality of electric motors, and thereby a respective rotor of the respective plurality of rotors206. Each edge computing system is configured to acquire and process sensor data for the respective rotor to determine rotor status information, and execute motor commands to control the respective electric motor and thereby the respective rotor. Examples of suitable sensor data include rotor status information such as rotation direction, rotation speed, blade angle, altitude, wind and the like. In some examples, the plurality of edge computing systems208are configured according to a model in which any of the plurality of edge computing systems is selectable as a primary edge computing system208a, and the plurality of edge computing systems other than the primary edge computing system are operable as secondary edge computing systems208b. The secondary edge computing systems are configured to communicate respective rotor status information to the primary edge computing system, and the primary edge computing system is configured to provide the motor commands to the secondary edge computing systems. In some examples, each edge computing system208is configured to store a configuration file with an ordered list of the plurality of edge computing systems that begins with the primary edge computing system208aand then a first of the secondary edge computing systems208b. In these examples, the primary edge computing system is configured to communicate health status information to the first of the secondary edge computing systems. In response, the first of the secondary edge computing systems is configured to determine a health status of the primary edge computing system from the health status information, and assume responsibility as the primary edge computing system when the health status reaches a predetermined threshold. In some further examples, the ordered list includes a second of the secondary edge computing systems208bafter the first of the secondary edge computing systems. In these examples, after the first of the secondary edge computing systems assumes responsibility as the primary edge computing system208a, the second of the secondary edge computing systems assumes responsibility as the first of the secondary edge computing systems. FIG.3more particularly illustrates an edge computing system208, according to example implementations of the present disclosure. As shown, the edge computing system includes processing circuitry310and a communication interface312. The processing circuitry is configured to acquire and process the sensor data for the respective rotor of the plurality of rotors206to determine rotor status information, and execute the motor commands to control the respective electric motor204and thereby the respective rotor. And the communication interface is configured to enable the edge computing system to communicate with others of the plurality of edge computing systems. In some examples, the edge computing system208further includes a second communication interface314configured to enable the edge computing system to communicate with a remote station316. In these examples, the primary edge computing system208aamong the plurality of edge computing systems is configured to communicate with the remote station. Examples of suitable remote stations include fixe or mobile ground stations or terminals, other vehicles such as other aircraft, rotorcraft or the like. In some examples, the processing circuitry310further includes a clock318to measure and keep time at the edge computing system. In these examples, the secondary edge computing systems is configured to communicate with the primary edge computing system208avia respective communication interfaces to synchronize respective clocks of the secondary edge computing systems with the clock of the primary edge computing system. In some examples, each edge computing system208is configured as an integrated flight computer and motor controller. To this end, the edge computing system may include first power distribution circuitry320asuch as low-voltage power distribution circuitry for the flight computer, and second power distribution circuitry320bsuch as high-voltage power distribution circuitry for the motor controller. In some further examples, the edge computing system includes a power inverter circuit322coupled to the second power distribution circuitry, the power inverter circuit configured to supply power to the respective electric motor204of the edge computing system. In some examples, the primary edge computing system208ais configured to implement the flight computer to determine attitude, position and heading of the multi-rotor vehicle200, and provide the motor commands based on the rotor status information for the respective plurality of rotors206, and the attitude, position and heading. In some of these examples, each edge computing system208includes an inertial measurement unit (IMU)324and one or more navigation sensors326such as a magnetometer. The IMU and magnetometer of the primary edge computing system are configured to determine the attitude, position and heading of the multi-rotor vehicle. In these examples, the IMU of the edge computing system is co-located with the respective rotor of the plurality of rotors206. This may enable high bandwidth phase stabilization of local dynamic motor elastic modes without the need for high bandwidth sharing across multiple flight computers (no need to share high frequency data with other flight computers). FIG.4is a flowchart illustrating various steps in a method400of operating a multi-rotor vehicle200, according to example implementations of the present disclosure. As shown at402and408, the method includes each edge computing system208acquiring and processing sensor data for the respective rotor of the plurality of rotors206to determine rotor status information, and executing motor commands to control the respective electric motor204and thereby the respective rotor. Again, the plurality of edge computing systems are configured according to a model in which any of the plurality of edge computing systems is selectable as a primary edge computing system208a, and the plurality of edge computing systems other than the primary edge computing system are operable as secondary edge computing systems208b. The method further includes the secondary edge computing systems communicating respective rotor status information to the primary edge computing system, and the primary edge computing system providing the motor commands to the secondary edge computing systems, as shown at404and406. According to example implementations of the present disclosure, the edge computing system208and its components may be implemented by various means. Means for implementing the edge computing system and its components may include hardware, alone or under direction of one or more computer programs from a computer-readable storage medium.FIG.5illustrates the edge computing system including its processing circuitry310and various components of the edge computing system coupled to the processing circuitry for carrying out functions of the edge computing system such as those described herein. As shown, the edge computing system may include one or more of each of a number of components such as, for example, the processing circuitry310connected to a memory528(e.g., storage device). The processing circuitry310may include one or more processors alone or in combination with one or more memories. The processing circuitry is generally any piece of computer hardware that is capable of processing information such as, for example, data, computer programs and/or other suitable electronic information. The processing circuitry is composed of a collection of electronic circuits some of which may be packaged as an integrated circuit or multiple interconnected integrated circuits (an integrated circuit at times more commonly referred to as a “chip”). The processing circuitry may be configured to execute computer programs, which may be stored onboard the processing circuitry or otherwise stored in the memory528(of the same or another apparatus). The processing circuitry310may be a number of processors, a multi-core processor or some other type of processor, depending on the particular implementation. The processing circuitry may include a graphic processing unit (GPU), a central processing unit (CPU), or a combination of GPU and CPU. Further, the processing circuitry may be implemented using a number of heterogeneous processor systems in which a main processor is present with one or more secondary processors on a single chip. As another illustrative example, the processing circuitry may be a symmetric multi-processor system containing multiple processors of the same type. In yet another example, the processing circuitry may be embodied as or otherwise include one or more ASICs, FPGAs or the like. Thus, although the processing circuitry may be capable of executing a computer program to perform one or more functions, the processing circuitry of various examples may be capable of performing one or more functions without the aid of a computer program. In either instance, the processing circuitry may be appropriately programmed to perform functions or operations according to example implementations of the present disclosure. The memory528is generally any piece of computer hardware that is capable of storing information such as, for example, data, computer programs (e.g., computer-readable program code530) and/or other suitable information either on a temporary basis and/or a permanent basis. The memory may include volatile and/or non-volatile memory, and may be fixed or removable. Examples of suitable memory include random access memory (RAM), read-only memory (ROM), a hard drive, a flash memory, a thumb drive, a removable computer diskette, an optical disk, a magnetic tape or some combination of the above. Optical disks may include compact disk-read only memory (CD-ROM), compact disk-read/write (CD-R/W), DVD or the like. In various instances, the memory may be referred to as a computer-readable storage medium. The computer-readable storage medium is a non-transitory device capable of storing information, and is distinguishable from computer-readable transmission media such as electronic transitory signals capable of carrying information from one location to another. Computer-readable medium as described herein may generally refer to a computer-readable storage medium or computer-readable transmission medium. In addition to the memory528, as descried above, the processing circuitry310may also be connected to one or more interfaces for displaying, transmitting and/or receiving information. The interfaces may include the communications interface312, and perhaps also the second communication interface314. The communications interface(s) may be configured to transmit and/or receive information, such as to and/or from other edge computing systems208, remote stations316or the like. The communications interface(s) may be configured to transmit and/or receive information by physical (wired) and/or wireless communications links. These physical (wired) communication links in particular may be configured to implement any of a number of different technologies such as RS-485, controller area network (CAN) bus or the like. Likewise, wireless communication links in particular may be configured to implement any of a number of different radio access technologies such as any of a number of 3GPP or 4GPP radio access technologies, UMTS UTRA, GSM radio access technologies, CDMA 2000 radio access technologies, WLANs (e.g., IEEE 802.xx, e.g., 802.11a, 802.11b, 802.11g, 802.11n), WiMAX, IEEE 802.16, wireless PANs (WPANs) (e.g., IEEE 802.15, Bluetooth®, low power versions of Bluetooth®, IrDA, UWB, Wibree, Zigbee®), near-field communication technologies, and the like. The processing circuitry310may also be connected to an IMU324and one or more navigation sensors326. The IMU may include one or more sensors such as accelerometers and gyroscopes, and may also include magnetometers. As indicated above, the navigation sensor(s) may likewise include a magnetometer. Other examples of suitable navigation sensors include a barometer, satellite-based navigation receiver (e.g., GPS, GLONASS) and the like. As indicated above, program code instructions may be stored in memory, and executed by processing circuitry that is thereby programmed, to implement functions of the systems, subsystems, tools and their respective elements described herein. As will be appreciated, any suitable program code instructions may be loaded onto a computer or other programmable apparatus from a computer-readable storage medium to produce a particular machine, such that the particular machine becomes a means for implementing the functions specified herein. These program code instructions may also be stored in a computer-readable storage medium that can direct a computer, a processing circuitry or other programmable apparatus to function in a particular manner to thereby generate a particular machine or particular article of manufacture. The instructions stored in the computer-readable storage medium may produce an article of manufacture, where the article of manufacture becomes a means for implementing functions described herein. The program code instructions may be retrieved from a computer-readable storage medium and loaded into a computer, processing circuitry or other programmable apparatus to configure the computer, processing circuitry or other programmable apparatus to execute operations to be performed on or by the computer, processing circuitry or other programmable apparatus. Retrieval, loading and execution of the program code instructions may be performed sequentially such that one instruction is retrieved, loaded and executed at a time. In some example implementations, retrieval, loading and/or execution may be performed in parallel such that multiple instructions are retrieved, loaded, and/or executed together. Execution of the program code instructions may produce a computer-implemented process such that the instructions executed by the computer, processing circuitry or other programmable apparatus provide operations for implementing functions described herein. Execution of instructions by a processing circuitry, or storage of instructions in a computer-readable storage medium, supports combinations of operations for performing the specified functions. In this manner, an edge computing system208may include processing circuitry310and a computer-readable storage medium or memory528coupled to the processing circuitry, where the processing circuitry is configured to execute computer-readable program code530stored in the memory. It will also be understood that one or more functions, and combinations of functions, may be implemented by special purpose hardware-based apparatuses and/or processing circuitry s which perform the specified functions, or combinations of special purpose hardware and program code instructions. Many modifications and other implementations of the disclosure set forth herein will come to mind to one skilled in the art to which the disclosure pertains having the benefit of the teachings presented in the foregoing description and the associated figures. Therefore, it is to be understood that the disclosure is not to be limited to the specific implementations disclosed and that modifications and other implementations are intended to be included within the scope of the appended claims. Moreover, although the foregoing description and the associated figures describe example implementations in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative implementations without departing from the scope of the appended claims. In this regard, for example, different combinations of elements and/or functions than those explicitly described above are also contemplated as may be set forth in some of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. | 19,780 |
11858612 | DETAILED DESCRIPTION The different illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that there may be two desirable conditions for foot steps in an aircraft. First, it is desirable for foot steps to have sufficient space to step on. Second, when closed, it is desirable for the foot steps to not extend out off the surface creating trip hazards. The illustrative embodiments also recognize and take into account that it may be desirable to increase the surface area of aircraft foot steps from the conventional surface area of 1.6 square inches. The illustrative embodiments further recognize and take into account that it may be desirable to increase the surface area which the ball of the foot can reside from the conventional surface area of 0.3 square inches. With reference now to the figures, and in particular, with reference toFIG.1, an illustration of an aircraft is depicted in accordance with an illustrative embodiment. In this illustrative example, aircraft100has wing102and wing104attached to body106. Aircraft100includes engine108attached to wing102and engine110attached to wing104. Body106has tail section112. Horizontal stabilizer114, horizontal stabilizer116, and vertical stabilizer118are attached to tail section112of body106. Body106also has cockpit120and passenger cabin122. In this example, passenger cabin122may include passenger seating in seating area124. Passenger seating may include a number of aircraft seats. As used herein, a “number of” items means one or more items. For example, a number of aircraft seats means one or more aircraft seats. Further, seating area124in passenger cabin122may also include storage areas, such as a number of overhead compartments. Passenger cabin122also may include lavatory126and galley area128. These two areas may be partitioned or separated from seating area124by a partitioning structure such as, for example, without limitation, a wall. A rotating retractable step system in accordance with an illustrative embodiment may be used in aircraft100. For example, a rotating retractable step system in accordance with an illustrative embodiment may be used in at least one of seating area124or galley area128. As used herein, the phrase “at least one of,” when used with a list of items, means different combinations of one or more of the listed items may be used, and only one of each item in the list may be needed. In other words, “at least one of” means any combination of items and number of items may be used from the list but not all of the items in the list are required. The item may be a particular object, a thing, or a category. For example, “at least one of item A, item B, or item C” may include, without limitation, item A, item A and item B, or item B. This example also may include item A, item B, and item C or item B and item C. Of course, any combinations of these items may be present. In other examples, “at least one of” may be, for example, without limitation, two of item A, one of item B, and ten of item C; four of item B and seven of item C; or other suitable combinations. This illustration of aircraft100is provided for purposes of illustrating one environment in which the different illustrative embodiments may be implemented. The illustration of aircraft100inFIG.1is not meant to imply architectural limitations as to the manner in which different illustrative embodiments may be implemented. For example, aircraft100is shown as a commercial passenger aircraft. The different illustrative embodiments may be applied to other types of aircraft, such as private passenger aircraft, a rotorcraft, and other suitable types of aircraft. Also, other areas may be present in addition to seating area124, lavatory126, and galley area128. Other areas may include, for example, without limitation, closets, storage areas, lounges, and other suitable areas for passenger seating. As another example, airplane seats within seating area124may be arranged differently from the depicted example. In other illustrative embodiments, some seats may be grouped into sets of single seats instead of three seats or pairs of seats as is illustrated in seating area124. With reference now toFIG.2an illustration of a block diagram of a platform is depicted in accordance with an illustrative embodiment. Platform200may take the form of aircraft201. Aircraft100ofFIG.1may be a physical implementation of aircraft201. Aircraft100includes rotating retractable step system202positioned within cutout204of wall206. In some illustrative examples, wall206may be present in galley207. For example, wall206may be a part of a monument in galley207of aircraft100. Galley area128may be a physical implementation of galley207ofFIG.2. Rotating retractable step system202comprises foot pedal208and support shaft210. Foot pedal208is configured to be stowed in vertical orientation212within cutout204of wall206, and to rotate between vertical orientation212and horizontal orientation214. Support shaft210is associated with foot pedal208, such that the movement of support shaft210extends foot pedal208outwardly away from cutout204, or retracts foot pedal208towards cutout204. When one component is “associated” with another component, the association is a physical association in the depicted examples. For example, a first component may be considered to be associated with a second component by being secured to the second component, bonded to the second component, mounted to the second component, welded to the second component, fastened to the second component, and/or connected to the second component in some other suitable manner. The first component also may be connected to the second component using a third component. The first component may also be considered to be associated with the second component by being formed as part of and/or an extension of the second component. Rotating retractable step system202is configured to transition between stowed position216and deployed position218. Foot pedal208has step surface220. Foot pedal208is movable to retract into stowed position216within cutout204in wall206, and movable to extend to deployed position218outside of cutout204. Step surface220of foot pedal208is outside of wall206and substantially parallel to the floor when rotating retractable step system202is in deployed position218. Step surface220of foot pedal208is inside of wall206and substantially perpendicular to the floor when rotating retractable step system202is in stowed position216. Step surface220has first measurement222and second measurement224. First measurement222may be referred to as a length. Second measurement224may be referred to as a width. First measurement222and second measurement224form surface area226. Surface area226is at least 3.5 square inches. Surface area226should have sufficient area to step on. Surface area226should be small enough that foot pedal208does not extend out of wall206when in stowed position216. In some illustrative examples, first measurement222is in the range of one inch to five inches. In some illustrative examples, second measurement224is in the range of one inch to five inches. Step surface220may have any desirable texture. In some illustrative examples, step surface220may include a non-slip material. In other illustrative examples, step surface220may include surface treatments. Foot pedal208also includes trim surface228. Trim surface228and step surface220are substantially perpendicular to each other and share a common edge. Trim surface228is exposed to interior of aircraft201in stowed position216. Trim surface228is substantially in-line with trim surface230of wall206. Trim surface228is configured to substantially align with trim surface230of wall206when rotating retractable step system202is in stowed position216. Trim surface228of wall206is exposed to the interior of aircraft201. Rotating retractable step system202further comprises locking mechanism232configured to restrict the rotation of foot pedal208from horizontal orientation214while rotating retractable step system202is in deployed position218. In one illustrative example, locking mechanism232is a number of notches in wall206. Wall206includes parallel faces, face234and face236. The number of notches in wall206include notch238in face234and notch240in face236. When rotating retractable step system202is in deployed position218, a portion of foot pedal208is retained within notch238in face234and notch240in face236. In some illustrative examples, rotating retractable step system202further comprises indicator242configured to indicate that rotating retractable step system202is in deployed position218. Indicator242may be an audible indicator or a visible indicator. In some illustrative examples, indicator242is selected from a light, a color, or an audible signal. When locking mechanism232is a number of notches in wall206, indicator242may be a portion of step surface220. For example, indicator242may be a line, a color, or another visible indicator on step surface220that will be covered when foot pedal208is retained within notch238and notch240. When indicator242is an audible signal, the audible signal may be a function of locking foot pedal208in deployed position218. For example, a component of rotating retractable step system202may make a “click” when rotating retractable step system202is in deployed position218. In some illustrative examples, indicator242may generate an indication using two electrical contacts. The indication may be one of lighting a light when the two electrical components are in contact or playing a sound when the two electrical components are in contact. Rotating retractable step system202further comprises actuator244configured to receive a user input to initiate movement of support shaft210. Actuator244is at least one of electrical246or mechanical248. When actuator244is electrical246, actuator244takes the form of switch250. Switch250is an electrical component that can complete an electrical circuit. Switch250may be a button, a pole switch, a toggle switch, or any other desirable type of switch. When actuator244is mechanical248, actuator244may take the form of finger pull252or hand pull254separate from foot pedal208or grip256of foot pedal208. Grip256may be one of a finger pull or a hand pull located on step surface220of foot pedal208. Rotating retractable step system202further comprises movement system258configured to provide at least one of extension force, retraction force, or rotation force for foot pedal208. Movement system258may be at least one of mechanical260or electrical262. In some illustrative examples, mechanical260components of movement system258may translate movement of mechanical248actuator244into movement of foot pedal208. In other illustrative examples, mechanical260components of movement system258may move foot pedal208in response to receiving input from electrical246actuator244. Movement system258includes linear components264and rotational components266. Linear components264facilitate movement of foot pedal208into and out of cutout204. Rotational components266facilitate movement of foot pedal208between vertical orientation212and horizontal orientation214. In some illustrative examples, foot pedal208is configured to rotate about an axis extending through the support shaft210. In some illustrative examples, foot pedal208is configured to rotate about a centerline extending through foot pedal208. In some illustrative examples, a user may provide the force to drive linear components264and rotational components266. For example, a user may pull on mechanical248actuator244to drive linear components264. As another example, a user may apply rotational force to foot pedal208to drive rotational components266. In other illustrative examples, a user may provide the force to drive only one of linear components264or rotational components266. In yet other illustrative examples, the force to drive linear components264and rotational components266is generated by a motor or other source in response to receiving input at actuator244. Movement system258also includes tension spring268. Tension spring268is connected to support shaft210, and configured to retract foot pedal208. When actuator244takes the form of at least one of finger pull252or hand pull254, tension spring268may also retract finger pull252or hand pull254. In other examples, an additional tension spring may be present to retract finger pull252or hand pull254separately from tension spring268retracting foot pedal208. Rotating retractable step system202may be installed in multiple channels in cutout204in wall206. In other illustrative examples, the components of rotating retractable step system202may be combined into insert270having a housing. Insert270may be installed quickly and easily into cutout204by sliding insert270into place and securing. In some illustrative examples, access panel272is present in face236of wall206. Access panel272may provide access to rotating retractable step system202for maintenance or part replacement. When rotating retractable step system202is insert270, access panel272may instead be a portion of the housing of insert270. For maintenance or to replace a component, the internal mechanisms of rotating retractable step system202could be accessed by removing access panel272. The illustration of platform200inFIG.2is not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. Other components in addition to or in place of the ones illustrated may be used. Some components may be unnecessary. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment. For example, rather than notch238and notch240, locking mechanism232may instead be rotational lock274. When locking mechanism232is rotational lock274, notch238and notch240may not be present in wall206. Further, when locking mechanism232is rotational lock274, extension276and extension278may be present to provide support to foot pedal208. Extension276and extension278may extend from wall206to provide support beneath foot pedal208to withstand the weight of a user in horizontal orientation214. Turning now toFIG.3, an illustration of a galley in which an illustrative embodiment may be implemented is depicted. Galley300may be a closer view of galley area128ofFIG.1. As depicted, galley300includes rotating retractable step system302and rotating retractable step system304. As depicted, both rotating retractable step system302and rotating retractable step system304are in a stowed position. Turning now toFIG.4, an illustration of a structure with a first embodiment of a rotating retractable step system in a stowed position is depicted in accordance with an illustrative embodiment. View400contains monument402. Monument402is a component of a galley, such as galley300ofFIG.3. Monument402includes wall404containing rotating retractable step system406. Rotating retractable step system406is a physical implementation of rotating retractable step system202ofFIG.2. In view400, rotating retractable step system406is in stowed position408. In stowed position408, trim surface410of foot pedal411of rotating retractable step system406is visible. Grip412is also visible in stowed position408. Grip412is visible through notch414of face416of wall404. In some illustrative examples, grip412may be on the step surface (not depicted) of foot pedal411. In stowed position408, the remainder of rotating retractable step system406is within wall404. Foot pedal411of rotating retractable step system406may be pulled from stowed position408by pulling on grip412. Foot pedal411may then be rotated while grasping grip412. As depicted, grip412may be a finger grip. In this illustrative example, grip412is an actuator for rotating retractable step system406. Turning now toFIG.5, an illustration of a structure with the first embodiment of the rotating retractable step system in a deployed position is depicted in accordance with an illustrative embodiment. View500is a view of rotating retractable step system406in deployed position502. In deployed position502, step surface504of foot pedal411is visible. In deployed position502, step surface504of foot pedal411is locked against rotation and is ready for a person to use foot pedal411. As depicted, step surface504is parallel to floor508. In this illustrative example, step surface504of foot pedal411is locked against rotation by insertion into notch414of face416of wall404and a second notch on an opposite face of wall404. Turning now toFIG.6, an illustration of a rotating retractable step system in a stowed position within a wall is depicted in accordance with an illustrative embodiment. View600is a view of rotating retractable step system406within wall404ofFIG.4. In view600, face416is transparent so step surface504of foot pedal411is visible in stowed position408. As can be seen in view600, step surface504is parallel to wall404in stowed position408. Step surface504is perpendicular to floor508in stowed position408. In view600, support shaft602is visible. Support shaft602is rotatably connected to foot pedal411. As foot pedal411is pulled out of wall404, tension is applied to support shaft602. Turning now toFIG.7, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. In view700, foot pedal411has been pulled completely out of wall404by grasping grip412and pulling in direction702. After pulling all of foot pedal411from wall404, foot pedal411is rotated in direction704. Foot pedal411is rotated about axis706extending through support shaft602. As depicted, foot pedal411has indicator708. Indicator708is a visible indicator. As depicted, indicator708is a boundary. In some other illustrative examples, indicator708may be a portion of step surface504that has a different color, pattern, or other visible indication from the remainder of step surface504. Indicator708may be used to identify when foot pedal411is restrained from rotation. Indicator708may be used to identify when rotating retractable step system406is in deployed position502. For example, all of indicator708may be within wall404when rotating retractable step system406is in deployed position502. Turning now toFIG.8, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. View800is a view of rotating retractable step system406moving into deployed position502with wall404being transparent. As depicted, foot pedal411moves in direction802towards wall404to place rotating retractable step system406into deployed position502. The tension on support shaft602pulls rotating retractable step system406into deployed position502. Turning now toFIG.9, an illustration of a rotating retractable step system in a deployed position is depicted in accordance with an illustrative embodiment. View900is a view of rotating retractable step system406in deployed position502with wall404being transparent. In deployed position502, foot pedal411is restricted from rotation by notch414and notch902of wall404. Tension on support shaft602pulls foot pedal411into wall404and holds foot pedal411within notch414and notch902. To remove foot pedal411from deployed position502, foot pedal411is pulled in direction904and rotated in direction906. Foot pedal411is pulled by grasping grip412on step surface504. Turning now toFIG.10, is an illustration of a structure with a second embodiment of a rotating retractable step system in a stowed position is depicted in accordance with an illustrative embodiment. View1000contains monument1002. Monument1002is a component of a galley, such as galley300ofFIG.3. Monument1002includes wall1004containing rotating retractable step system1006. Rotating retractable step system1006is a physical implementation of rotating retractable step system202ofFIG.2. Rotating retractable step system1006may be an alternative implementation to rotating retractable step system406. In view1000, rotating retractable step system1006is in stowed position1008. In stowed position1008, trim surface1010of foot pedal1011of rotating retractable step system1006is visible. Grip1012is also visible in stowed position1008. Grip1012is visible through channel1014of trim surface1016of wall1004. Grip1012is a separate component of rotating retractable step system1006from a step surface (not depicted) of foot pedal1011. Grip1012and foot pedal1011are operably connected through a series of mechanical or electrical connections. In stowed position1008, the remainder of rotating retractable step system1006is within wall1004. Foot pedal1011of rotating retractable step system1006may be pulled from stowed position1008by pulling on grip1012. Foot pedal1011may then be rotated by applying lateral force to foot pedal1011while holding grip1012. As depicted, grip1012may be a finger grip. In this illustrative example, grip1012is an actuator for rotating retractable step system1006. As a result, foot pedal1011is designed to be actuated via a finger grip located above the foot pedal1011. An attendant would pull grip1012out to its maximum length which also pulls foot pedal1011out to its maximum length. The maximum length of grip1012is based on measurements of foot pedal1011. In some illustrative examples, the maximum length of grip1012may be between 0.5 inches to 3 inches greater than a length of foot pedal1011. In one illustrative example, the maximum length of grip1012is about six inches. To rotate foot pedal1011to a horizontal orientation, the user's foot would apply a rotational force to the edge of foot pedal1011. In some illustrative examples, the user's foot would apply a clockwise rotational force. After rotating foot pedal1011, grip1012may be released. Upon releasing grip1012, grip1012returns all the way into wall1004. Foot pedal1011returns to engage the edge profile with notches of wall1004and lock into a horizontal position for foot pedal1011. To stow rotating retractable step system1006, an attendant would pull grip1012out to its maximum length which also pulls foot pedal1011out to its maximum length. When foot pedal1011is pulled out to its maximum length, foot pedal1011is not locked into the horizontal position. To rotate foot pedal1011to a vertical orientation, the user's foot would apply a rotational force on the edge of foot pedal1011. In some illustrative examples, the user's foot would apply a counter clockwise rotational force. After rotating foot pedal1011, grip1012may be released. Upon releasing grip1012, grip1012and foot pedal1011return all the way into wall1004. Turning now toFIG.11, an illustration of a structure with a second embodiment of a rotating retractable step system in a deployed position is depicted in accordance with an illustrative embodiment. View1100is a view of rotating retractable step system1006in deployed position1102. In deployed position1102, step surface1104of foot pedal1011is visible. In deployed position1102, step surface1104of foot pedal1011is locked against rotation and ready for a person to use foot pedal1011. As depicted, step surface1104is parallel to floor1108. In this illustrative example, step surface1104of foot pedal1011is locked against rotation by insertion into notch1110of face1112of wall1004and a second notch on an opposite face of wall1004. In deployed position1102, grip1012is retained within channel1014of trim surface1016of wall1004. In deployed position, grip1012is in the same or similar position as in view1000ofFIG.10. Turning now toFIG.12, an illustration of a rotating retractable step system in a stowed position within a wall is depicted in accordance with an illustrative embodiment. View1200is a view of rotating retractable step system1006within wall1004ofFIG.10. In view1200, face1112is transparent so step surface1104of foot pedal1011is visible in stowed position1008. As can be seen in view1200, step surface1104is parallel to wall1004in stowed position1008. Step surface1104is perpendicular to the floor in stowed position1008. Movement system1201moves foot pedal1011relative to wall1004. Movement system1201connects grip1012to foot pedal1011. In view1200, support shaft1202of movement system1201is visible. Support shaft1202is rotationally connected to foot pedal1011. Support shaft1202is spring loaded in direction1204to apply tension to support shaft1202. Support shaft1202is connected to a spring, such as tension spring268ofFIG.2. Grip1012is part of grip assembly1205. As depicted, grip assembly1205also includes linkage bars1206and collar1208. Grip1012is connected to linkage bars1206. Linkage bars1206are spring loaded in direction1204to apply tension to linkage bars1206. Linkage bars1206are connected to a spring, such as tension spring268ofFIG.2. In some illustrative examples, support shaft1202and linkage bars1206are connected to separate springs. In other illustrative examples, support shaft1202and linkage bars1206may be operatively connected to the same spring. As depicted, collar1208engages collar1210associated with support shaft1202. In some illustrative examples, collar1210may be referred to as a locking ring. When collar1208engages collar1210, collar1208pulls collar1210in direction1212. By collar1208pulling collar1210in direction1212, pulling grip1012in direction1212pulls foot pedal1011in direction1212. As depicted, rotating retractable step system1006is installed in wall1004as insert1214. Insert1214includes housing1216. Insert1214may be placed and secured within a cutout in wall1004as one component. In some illustrative examples, rotating retractable step system1006may not take the form of insert1214. In these illustrative examples, rotating retractable step system1006may be installed into one or more channels in wall1004without housing1216. As depicted, movement system1201comprises support shaft1202, linkage bars1206, collar1208, and collar1210. As depicted, movement system1201is a mechanical system. A mechanical rotational movement system comprises a rotational joint connecting support shaft1202and foot pedal1011. Although the disclosed components of movement system1201are mechanical, other illustrative examples may include electrical, pneumatic, or other types of components. The illustrated components of movement system1201are for purposes of illustration and description, and are not intended to be exhaustive or limited to the examples in the form disclosed. In some illustrative examples, additional components may be present in rotating retractable step system1006that are not depicted inFIG.12. For example, rotating retractable step system1006may have guides on at least one of the top or the bottom of a channel housing foot pedal1011. The guides provide a smooth translation for foot pedal1011into and out of wall1004. Turning now toFIG.13, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. In view1300, grip1012has been pulled out to its maximum position. The linkage of grip1012through contact of collar1208and collar1210pulls foot pedal1011out to its maximum position. In view1300, foot pedal1011is in vertical position1302. Turning now toFIG.14, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. In view1400, a rotational force may be applied to edge1402of foot pedal1011to allow foot pedal1011to rotate to a horizontal position from vertical position1302. During use, a user may apply rotational force to edge1402using their foot. In other illustrative examples, rather than applying a rotational force to edge1402of foot pedal1011, a rotational force may be applied through support shaft1202. In rotating from vertical position1302to a horizontal position, foot pedal1011may move in clockwise direction1404. Turning now toFIG.15, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. In view1500, grip1012has been released. After releasing grip1012, grip1012and foot pedal1011will pull back into wall1004, moving in direction1501. In view1500, foot pedal1011is in horizontal position1502. As foot pedal1011is pulled back by spring1504, foot pedal1011remains in horizontal position1502. Foot pedal1011will nest into the edge trim of wall1004and lock into horizontal position1502. When foot pedal1011is locked into horizontal position1502, foot pedal1011is in deployed position1102. In view1500, foot pedal1011is locked into position while grip1012is moving in direction1501. Grip1012will be pulled in direction1501by spring1506. Turning now toFIG.16, an illustration of a rotating retractable step system in a deployed position is depicted in accordance with an illustrative embodiment. In view1600, grip1012has moved in direction1501and is within wall1004. After foot pedal1011is locked into position it won't move any farther, but grip1012will continue to slide back due to its spring tension until it is fully nested. As depicted, grip1012is fully nested and rotating retractable step system1006is in deployed position1102. Turning now toFIG.17, an illustration of a rotating retractable step system transitioning between a deployed position and a stowed position is depicted in accordance with an illustrative embodiment. In view1700, grip1012is pulled in direction1702to remove foot pedal1011from the notches in wall1004. Once foot pedal1011is removed from the notches of wall1004, foot pedal1011is free to rotate from horizontal position1502. Pulling on grip1012causes grip1012to slide out until collar1208engages with collar1210. Pulling grip1012farther, to its maximum length will allow foot pedal1011to come out of its position in the trim of wall1004. Turning now toFIG.18, an illustration of a rotating retractable step system transitioning between a deployed position and a stowed position is depicted in accordance with an illustrative embodiment. In view1800, a rotational force may be applied to edge1402of foot pedal1011to allow foot pedal1011to rotate to vertical position1302from horizontal position1502ofFIG.15. During use, a user may apply rotational force to edge1402using their foot. In other illustrative examples, rather than applying a rotational force to edge1402of foot pedal1011, a rotational force may be applied through support shaft1202. In rotating from horizontal position1502to vertical position1302, foot pedal1011may move in counter-clockwise direction1802. Turning now toFIG.19, an illustration of a rotating retractable step system in a stowed position is depicted in accordance with an illustrative embodiment. In view1900, rotating retractable step system1006is in stowed position1008. Stowed position1008may also be referred to as a neutral position. In stowed position1008, spring tension on foot pedal1011and spring tension on grip1012pull them into wall1004so they are flush with the edge of wall1004. In some illustrative examples, wall1004is a panel in a galley. In these illustrative examples, foot pedal1011and grip1012are flush with the panel edge in the galley. Turning now toFIG.20, an illustration of a rotating retractable step system transitioning between a stowed position and a deployed position is depicted in accordance with an illustrative embodiment. In view2000, rotating retractable step system2002is moving from a stowed position to a deployed position. In rotating retractable step system2002, actuator2004takes the form of hand grip2006. In this illustrative example, foot pedal2008is designed to be actuated via hand grip2006on the inside of compartment2010. In view2000, the face of wall2011is transparent so that movement system2012is visible. In this illustrative example, foot pedal2008is positioned outside of wall2011of compartment2010. When foot pedal2008is stowed, foot pedal2008is within wall2011of compartment2010. Hand grip2006is always within compartment2010but outside of wall2011. To deploy foot pedal2008, an attendant would pull hand grip2006out to its maximum length which also pulls foot pedal2008out to its maximum length. As depicted, movement system2012comprises support shaft2013connecting hand grip2006to foot pedal2008, spring2014, and spring2016. Hand grip2006is connected to foot pedal2008through support shaft2013. When hand grip2006is moved a certain distance, foot pedal2008is moved the same distance. Similar to rotating retractable step system1006ofFIGS.10-19, an attendant may apply a rotational force to the edge of foot pedal2008to rotate foot pedal2008to a horizontal position. To rotate foot pedal2008to a horizontal orientation, the user's foot may apply the rotational force on the edge of foot pedal2008. After releasing hand grip2006, foot pedal2008would engage the edge profile of wall2011and lock into its horizontal position. To stow foot pedal2008of rotating retractable step system2002, an attendant would pull hand grip2006out to its maximum length. The attendant may then rotate foot pedal2008to a vertical orientation by applying a rotational force on the edge of foot pedal2008. Afterwards, releasing hand grip2006causes foot pedal2008to return all the way into wall2011. Turning now toFIG.21, an illustration of a number of notches cut into a wall is depicted in accordance with an illustrative embodiment. Wall2100includes cutout2102in trim2104. Trim2104of wall2100includes a metallic trim having cutout2102to allow a foot pedal sufficient room to nest into wall2100. Trim2104also has notch2106and notch2108taken out of the sides. Notch2106and notch2108provide space for the foot pedal to engage and lock into position to prevent rotation when horizontal. Turning now toFIG.22, an illustration of a locking mechanism for a retractable rotating foot pedal is depicted in accordance with an illustrative embodiment. In view2200, rather than notches cut into wall2202, extensions2204are associated with wall2202. Extensions2204may provide support for a foot pedal when the foot pedal is in a horizontal position. Extensions2204may help sustain the weight of an attendant. Extensions2204may retract towards wall2202when not in use. Extensions2204may extend in direction2206when in use. In some illustrative examples, the foot pedal may also lock onto extensions2204using associated locking mechanisms. By locking onto extensions2204, extensions2204may also restrict rotation of the foot pedal. In other illustrative examples, rotation of the foot pedal may be restricted by a rotational lock associated with a support shaft. The different components shown inFIG.1andFIGS.3-22may be combined with components inFIG.2, used with components inFIG.2, or a combination of the two. Additionally, some of the components inFIG.1andFIGS.3-22may be illustrative examples of how components shown in block form inFIG.2can be implemented as physical structures. Turning now toFIG.23, an illustration of a flowchart of a method for using a rotating retractable step system is depicted in accordance with an illustrative embodiment. Method2300may be performed to use rotating retractable step system202ofFIG.2. Method2300may be performed to use rotating retractable step system406ofFIG.4. Method2300may be performed to use rotating retractable step system1006ofFIG.10. Method2300extends a foot pedal outwardly away from a stowed position within a cutout in a wall using a support shaft associated with the foot pedal, wherein the foot pedal is in a vertical orientation (operation2302). Method2300rotates the foot pedal from the vertical orientation to a horizontal orientation (operation2304). Afterwards the process terminates. In some illustrative examples, rotating the foot pedal from the vertical orientation to the horizontal orientation comprises rotating the foot pedal about an axis extending through the support shaft. The flowcharts and block diagrams in the different depicted embodiments illustrate the architecture, functionality, and operation of some possible implementations of apparatus and methods in an illustrative embodiment. In this regard, each block in the flowcharts or block diagrams may represent a module, a segment, a function, and/or a portion of an operation or step. In some alternative implementations of an illustrative embodiment, the function or functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added in addition to the illustrated blocks in a flowchart or block diagram. For example, method2300may further comprise restricting rotation of the foot pedal from the horizontal orientation using a locking mechanism. As another example, method2300may further comprise releasing the foot pedal from restriction by the locking mechanism to allow rotation of the foot pedal; rotating the foot pedal from the horizontal orientation to the vertical orientation; and retracting the foot pedal into the stowed position within the cutout in the wall using the support shaft. In yet a further example, method2300may further comprise indicating that the retractable step system is in a deployed position. Illustrative embodiments of the disclosure may be described in the context of aircraft manufacturing and service method2400as shown inFIG.24and aircraft2500as shown inFIG.25. Turning first toFIG.24, an illustration of an aircraft manufacturing and service method is depicted in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method2400may include specification and design2402of aircraft2500inFIG.25and material procurement2404. During production, component and subassembly manufacturing2406and system integration2408of aircraft2500takes place. Thereafter, aircraft2500may go through certification and delivery2410in order to be placed in service2412. While in service2412by a customer, aircraft2500is scheduled for routine maintenance and service2414, which may include modification, reconfiguration, refurbishment, and other maintenance or service. Each of the processes of aircraft manufacturing and service method2400may be performed or carried out by a system integrator, a third party, and/or an operator. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, without limitation, any number of aircraft manufacturers or major-system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, or suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, and so on. With reference now toFIG.25, an illustration of an aircraft is depicted in which an illustrative embodiment may be implemented. In this example, aircraft2500is produced by aircraft manufacturing and service method2400inFIG.24and may include airframe2502with plurality of systems2504and interior2506. Examples of systems2504include one or more of propulsion system2508, electrical system2510, hydraulic system2512, and environmental system2514. Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as the automotive industry. Apparatuses and methods embodied herein may be employed during at least one of the stages of aircraft manufacturing and service method2400ofFIG.24. One or more illustrative embodiments may be used during component and subassembly manufacturing2406. For example, rotating retractable step system202may be installed in aircraft2500during component and subassembly manufacturing2406ofFIG.24. Further, components of rotating retractable step system202, such as tension spring268, may be replaced using access panel272during maintenance and service2414ofFIG.24. The illustrative embodiments provide a method and apparatus for a retractable rotatable step system. The illustrative embodiments address an operational need to provide elevated foot-steps within aircraft galleys to enable flight attendants to reach upper stowage compartments. Although various elevated foot-steps are in use today, the current designs do not sufficiently address ergonomic and safety requirements. The illustrative embodiments address the following key requirements: provide an elevated foot-step at a reachable height at a height sufficient to enable flight attendants to reach upper stowage compartments, of sufficient dimension to safely support a flight attendant's foot, that is retractable without protruding into the galley space when not in use, that is extendable when needed, and without creating hygiene concerns. The illustrative examples recognize and take into account that for a conventional recessed footstep, the specifications may provide for a footstep that is 4 inches wide that supports the ball of the foot “which would typically permit the foot to be inserted a minimum of 3.5 inches.” The illustrative examples further recognize that for safety reasons, it may be desirable to increase the surface area of the retractable foot step from 1.6 inches to at least 4 square inches. Additionally, the illustrative examples recognize and take into account that it would be desirable to increase the surface area of a retractable foot step which the ball of the foot can reside on from the conventional 0.3 square inches to almost 4 square inches. The illustrative examples are designed to be to be stowed in a vertical orientation when not in use, making use of the narrow space between galley compartments, and rotated and locked into a horizontal orientation when it is in use. The illustrative examples include a mechanism that enables a flight attendant to operate the elevated foot step without need to touch foot step surfaces with their hand, where the mechanism is configured to lock the foot step and support shaft within the support channel, with the foot step in a vertical orientation, to release the foot step and support shaft at the press of a button, to extend the released foot step and support shaft, outward a sufficient distance so that the foot step can be rotated to a horizontal orientation, to rotate the foot step to a horizontal orientation, when the force of the user's foot is applied laterally, to lock the foot step in the horizontal orientation, when the force of the user's foot is applied vertically, to rotate the foot step to a vertical orientation, when the force of the user's foot is removed, and the force of the users foot is applied laterally, to lock the foot step and support shaft within the support channel, with the foot step in a vertical position, when the force of a user's foot is applied longitudinally in the direction of the support shaft and support channel. The illustrative examples present an elevated foot-step that can be fully recessed and mounted within the space between galley compartments or on the side of a galley cabinet as a single installable/replaceable unit comprising a foot step attached to a support shaft disposed within a support channel, mounted to a galley cabinet wall, or between galley compartments, where the foot step is rotated to a vertical orientation when retracted between the galley compartments and rotated to a horizontal orientation when extended out from between the galley compartments for use. In practice, the support shaft and the support channel must be of sufficient strength, of sufficient length, and mounted with a sufficient bond, to support the weight of a user, with negligible risk of failure. The mechanism is configured to lock the foot step and spring tensioned support shaft within the support channel, with the foot step in a vertical orientation. The mechanism is configured to release the foot step and spring tensioned support shaft and to extend the released foot step and spring tensioned support shaft outward a sufficient distance so that the foot step can be rotated to a horizontal orientation, when pulled outward by a recessed, spring tensioned handle. The mechanism is configured to rotate the foot step to a horizontal orientation when the force of the user's foot is applied laterally. The mechanism is configured to retract the foot step, still in the horizontal orientation, to nest within an indentation in the support channel, thereby preventing the footstep from rotating during use. The mechanism is configured to retract the spring tensioned handle to its recessed position, when the spring tensioned handle is released by user. The mechanism is configured to release the footstep from its extended and horizontal position nested within an indentation in the support channel, when the user again pulls the recessed and spring tensioned handle. The mechanism is configured to rotate the foot step to a vertical orientation, when the force of the user's foot is applied laterally. The mechanism is configured to retract the foot step and spring tensioned support shaft and lock within the support channel, with the foot step in a vertical position, when the spring tensioned handle is released by the user. In some illustrative examples, the mechanism comprises a finger grip; an actuator shaft, an actuator tension spring, and an actuator channel; a footstep; a support shaft, a support tension spring, and a support channel. In some illustrative examples, the finger grip is attached to the first end the actuator shaft. The actuation shaft may be slide-ably disposed within the actuator channel, with the finger grip extending from the actuation channel at a first end. The second end of the actuator shaft may be attached to a first end of an actuator tension spring disposed within the actuation channel. The second end of the actuator tension spring may be attached within the actuator channel to the second end of the actuation channel The footstep is rotationally attached to the first end of the support shaft. The support shaft is slideably disposed within the support channel, with the footstep extending from the support channel at a first end. The second end of the support shaft may be attached to a first end of a support tension spring disposed within the support channel. The second end of the support tension spring may be attached within the support channel to the second end the support channel The actuator shaft may be attached to the support shaft such that the support shaft can be extended when a user pulls the finger grip. When the footstep is locked in the extended and horizontal position, and the user releases the finger grip, the actuator shaft is retracted into the actuator channel by the actuator tension spring. The elevated footstep is operated by, beginning with the finger grip, attached to the actuator shaft in a fully retracted position, and the foot step in a vertical orientation, attached to the support shaft in a fully retracted position, pulling on the finger grip and thereby and extending the footstep outward a sufficient distance so that the foot step can be rotated to a horizontal orientation. The foot step may be rotated to a horizontal orientation by applying a lateral force. The finger grip may be released, whereupon the spring tensioned finger grip attached to the actuator shaft returns to its fully retracted position, and the footstep retracts to nest within an indentation in the support channel, still in the horizontal orientation, thereby preventing the footstep from rotating during use, for use by the flight attendant. The footstep may be moved from the deployed position by again, pulling on the finger grip and thereby extending the footstep outward a sufficient distance so that the foot step can be rotated to back to a vertical orientation. The foot step may be rotated to a vertical orientation by applying a lateral force. The finger grip may also be released, whereupon the finger grip, attached to the actuator shaft, returns to a fully retracted position, and the foot step in a vertical orientation, attached to the support shaft, returns to a fully retracted position. The description of the different illustrative embodiments has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative embodiments may provide different features as compared to other illustrative embodiments. The embodiment or embodiments selected are chosen and described in order to best explain the principles of the embodiments, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated. | 49,552 |
11858613 | DETAILED DESCRIPTION Reference will now be made in detail to present embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the invention. As used herein, the terms “first”, “second”, and “third” may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components. The terms “forward” and “aft” refer to relative positions within a gas turbine engine or vehicle, and refer to the normal operational attitude of the gas turbine engine or vehicle. For example, with regard to a high speed aerospace vehicle, forward refers to a position closer to the leading edge and aft refers to a position closer to the trailing edge. The terms “upstream” and “downstream” refer to the relative direction with respect to fluid flow in a fluid pathway. For example, “upstream” refers to the direction from which the fluid flows, and “downstream” refers to the direction to which the fluid flows. The terms “coupled,” “fixed,” “attached to,” and the like refer to both direct coupling, affixing, or attaching, as well as indirect coupling, affixing, or attaching through one or more intermediate components or features, unless otherwise specified herein. The singular forms “a”, “an”, and “the” include plural references unless the context clearly dictates otherwise. Approximating language, as used herein throughout the specification and claims, is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as “about”, “approximately”, and “substantially”, are not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems. For example, the approximating language may refer to being within a 10 percent margin. Here and throughout the specification and claims, range limitations are combined and interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise. For example, all ranges disclosed herein are inclusive of the endpoints, and the endpoints are independently combinable with each other. Vehicles operating at high speeds, e.g., supersonic speeds in excess of Mach 1 (770 miles per hour (MPH)), and more particularly hypersonic speeds in excess of Mach 5 (3,800 MPH), exhibit reduced heat dissipation as a result of limited heat transmissivity of the neighboring medium. For example, plasma (which forms at high temperatures experienced during hypersonic speeds) can form around the vehicle and greatly limit heat transmissivity. As a result, the engine and vehicle systems overheat and/or are subjected to advanced degradation and wear. In accordance with one or more embodiments described herein, a coating is applied to the vehicle and/or engine surface, or a portion thereof, to shift the heat from a non-transmissive wavelength frequency to a transmissive frequency to allow the heat to penetrate through the air species and/or plasma and radiate away from the vehicle and/or engine. The use of such coating can create a variable effective energy emissivity contour resulting in a near isothermal surface, thereby increasing vehicle and/or engine reliability and extending service life. The plasma state is a fourth state of material in addition to the liquid state, gaseous state, and solid state. Plasmas are generally described and classified in several ways, including by temperature, degree of ionization, density, and the like. Plasmas take a wide variety of forms including, for example, thermal plasmas approaching a state of local thermodynamic equilibrium, non-thermal plasmas, and ultracold plasmas. The degree of ionization of a plasma generally describes the proportion of charged particles to the total number of particles. As the proportion of charged particles changes, the propagation capability of the plasma necessarily changes. Systems in thermodynamic equilibrium are often described on a blackbody radiation spectrum as defined by Planck's law. The radiation spectrum is generally characterized by temperature. However, plasma exhibits different radiational propagation as compared to the other three states of material. Radiation below a certain frequency, known as the plasma frequency, ωp, cannot propagate through plasma. Consequently, some radiation, i.e., radiation with frequencies above the plasma frequency, can propagate through the plasma while other radiation, i.e., radiation with frequencies below the plasma frequency, cannot propagate without being absorbed. Black-body radiation is generally described as the thermal electromagnetic radiation within or surrounding a black body having an idealized opaque, non-reflective makeup. Thermal radiation by non-idealized bodies, i.e., non-black bodies, can be approximated as black-body radiation. At thermodynamic equilibrium, black-body radiation can be characterized as radiative equilibrium with emission and absorption occurring equally. Accordingly, at thermodynamic equilibrium there is an equal amount of emitted thermal radiation at every wavelength as compared to the absorbed thermal radiation. There are generally two attributes or characteristics which are responsible for non-black body radiative differences: radiative properties of the body such as emissivity, absorptivity, reflectivity, and transmissivity; and body geometry. Plasma does not act like a black body at frequencies below the plasma frequencies, ωp. That is, plasma does not behave like an idealized opaque, non-reflective body. Instead, radiative wavelengths below the plasma frequency are precluded from propagating while radiative wavelengths above the plasma frequency can propagate through the plasma. This phenomenon leads to excessive radiation, i.e., heat, build up on objects travelling through the atmosphere at speeds sufficient to generate plasma layers, e.g., hypersonic speeds. At such high speeds, a plasma layer forms around the object, creating a barrier between the object and the surrounding atmosphere. For objects like aircraft and jet engines travelling at hypersonic speeds, this plasma barrier can create a heat lock, trapping heat and causing the aircraft or jet engine to overheat. Consequently, engine performance may diminish and benefits of hypersonic travel may become outweighed by practical concerns. FIG.1illustrates an embodiment of an exemplary aerospace vehicle100for use at high speeds. As used herein, high speed refers to any range of speeds at which heat dissipation from the engine becomes limited as a result of low transmissivity relative to a neighboring medium surrounding the vehicle100. For instance, a layer of plasma may form around the vehicle100at hypersonic speeds (e.g., in excess of 3,800 MPH) greatly reducing heat dissipation from the engine. By way of example, high speed may refer to speeds in excess of 1000 MPH, such as in excess of 1,500 MPH, such as in excess of 2,000 MPH, such as in excess of 3,000 MPH, such as in excess of 4,000 MPH, such as in excess of 5,000 MPH, such as in excess of 7,500 MPH, such as in excess of 10,000 MPH, such as up to 15,000 MPH. The particular aerospace vehicle depicted inFIG.1is an aircraft100, however, it should be understood that other vehicles may be applicable in accordance with other embodiments described herein. The aircraft100illustrated inFIG.1generally includes wings (not illustrated), a nose cone6, and stabilizer8. The aircraft100can operate at supersonic, or even hypersonic, vehicle using, e.g., a turbomachine10and a ramjet (or scramjet)12. The turbomachine10includes a ram air entrance door14and an exhaust16. Airflow F can pass through the turbomachine10and propel the aircraft100forward. The ramjet12includes a ramjet entrance door18and a ramjet exhaust20. When active, the ramjet12can provide thrust to propel the aircraft100forward. In certain instances, the turbomachine10and ramjet12can operate concurrently. In other instances, the turbomachine10and ramjet12can operate independent of one another. FIG.2illustrates a cross sectional view of a surface of the vehicle100illustrated inFIG.1as seen along line A-A during high speed operations. The vehicle100generally includes a coating202disposed on at least a portion of a body204thereof. In the illustrated portion of the vehicle100, the coating202is disposed on an external surface of the body204. The coating202can further, or alternatively, be disposed on one or more internal surfaces of the body202, another portion of the vehicle100, or any combination thereof. In an embodiment, the coating202is disposed over at least a portion of the body204and configured to shift a frequency of at least one wavelength of heat generated by the body204(or nearby environment) from a first frequency to a second frequency having higher transmissivity relative to a neighboring medium surrounding the body204as compared to the first frequency. The first frequency can be below a plasma frequency (ωp) of the neighboring medium surrounding the engine body, whereas the second frequency can be above ωp. In a more particular embodiment, the at least one wavelength comprises a spectrum of wavelengths having first frequencies. The coating202is configured to shift at least a portion of the spectrum of wavelengths to one or more second frequencies having higher transmissivity relative to the neighboring medium surrounding the engine body as compared to the first frequencies. As illustrated inFIG.2, heat H radiates from the vehicle100towards a neighboring medium surrounding the body204. The neighboring medium can generally include the area surrounding the vehicle100. In the illustrated embodiment, the neighboring medium is formed in the air surrounding the vehicle100. The neighboring medium is schematically depicted as including a plasma P however in other instances the neighboring medium can be a different material or differently-phased material other than plasma P. For instance, at lower speeds the neighboring medium can be air in a gaseous state. A gap G may exist between the plasma P and the vehicle100. The gap G may be at least 0.1 mm, such as at least 0.5 mm, such as at least 1 mm, such as at least 5 mm, such as at least 10 mm. While the gap G is shown between the plasma P and the vehicle100, in certain instances the gap G may be nonexistent or nominal. That is, the plasma P may be disposed immediately adjacent to the vehicle100. The plasma P can include a gas of ions and free electrons formed at high temperatures caused by combustion in the vehicle100, a frictional interface formed between the vehicle100and a surrounding environment E, another source, or any combination thereof. In certain instances, the plasma P can act like an impermeable barrier with respect to electromagnetic radiation, e.g., heat H, radiated from and/or reflecting by the body204. That is, the plasma P may prevent heat H from escaping an environment contained between the plasma P and the body204, instead causing the heat to radiate back to the body204in the form of reflected heat R. The reflected heat R may become trapped between the vehicle100and plasma P and be reabsorbed by the vehicle100, mitigating thermal cooling of the vehicle100and resulting in overheating and/or premature wear of one or more vehicle and/or engine components. It is thus desirable for the heat H to penetrate the plasma P as transmitted heat T to the surrounding environment E to permit vehicle cooling. The effect of thermal disequilibrium on plasma properties depends on chemical composition. That is, penetrating the plasma P with transmitted heat T is dependent upon the chemical composition of the surrounding environment E in which the plasma P is formed from.FIG.3is a chart illustrating concentrations of chemical species in dry air compositions corresponding with earth's atmosphere. The concentrations assume an approximate distribution of 80% nitrogen N2 and 20% oxygen O2in molar percentage at atmospheric temperature and pressure. As the temperature, illustrated in Kelvin (K), of the air composition increases, the molar percentage of components therein changes. For example, at approximately 5,000 K, the air composition includes N2, O, O2, N, NO, O2, NO+, and electrons (e) at various molar percentages. To the contrary, at approximately 10,000K, the air composition includes N, O, N2, N+, O+, NO, NO+, N2+, O2, O−, and e−at different molar percentages as compared to the air composition at 5000 K. This clearly illustrates the high degree of differences existing between concentrations of chemical species and electrons at and out of thermal equilibrium for air plasma at atmospheric pressure. Plasma oscillations occur as rapid oscillations of electron density as a result of instability in dielectric function of free electron gas. Plasmas define a plasma frequency (ωp) shown by equation (1) below, ωp=ηe2ε0m(Equation1) Where ωpis the plasma frequency is radians, η is the number density (i.e., the number of particles per unit volume, ε0is the permittivity of free space, and m is the mass of the electron. The numeric expression for plasma frequency, ωp, is shown by equation (2) below, fp=ωp2π(Equation2) FIG.4illustrates the plasma frequency (ωp) of the air composition as a function of temperature, as measured in Kelvins. As illustrated, plasma formation in dry air composition begins to occur at approximately 3600 K, where the plasma frequency is approximately 3×10×10Hz. The plasma frequency increases as a function of temperature (K) with approximate plasma frequencies correlated to temperature shown below in Table 1. TABLE 1plasma frequency (ωp) and wavelength as a function of temperatureTemperaturePlasmaWavelength(K)Frequency (Hz)(pM)35803.8 × 101026.346258.68 × 101011.557701.68 × 10115.9570923.25 × 10113.0782766.29 × 10111.5993211.03 × 10129.7 × 10−1107721.73 × 10125.8 × 10−1121152.45 × 10124.08 × 10−1131302.97 × 10123.36 × 10−1140153.34 × 10122.99 × 10−1146723.57 × 10122.8 × 10−1150303.66 × 10122.73 × 10−1 As referenced in Table 1, the plasma frequency, ωp, increases as a function of temperature while the wavelength decreases as a function of temperature. Referring again toFIG.4, transmissivity of heat through a plasma generally occurs only at frequencies above the plasma frequency, i.e., above the plotted line depicted inFIG.4. Thus, for example, transmission of heat through plasma at a temperature of 10772 K generally requires the heat to have a frequency at or above 1.73×1012Hz, or a wavelength at or below 5.8×10−1picometers (pM). At frequencies below 1.73×1012Hz the heat will generally not pass through the plasma and will become trapped against the engine. In accordance with an embodiment described herein, an outer surface200of the vehicle100is defined by the coating202applied along the body204. In certain instances, the coating202can define a thickness, TC, less than a thickness, TB, of the body204. By way of example, TCcan be less than 0.99 TB, such as less than 0.95 TB, such as less than 0.75 TB, such as less than 0.5 TB, such as less than 0.25 TB, such as less than 0.15 TB, such as less than 0.1 TB, such as less than 0.01 TB. In other instances, TCcan be greater than TB. The coating202can generally include materials configured to shift wavelengths of electromagnetic radiation, e.g., heat, from a first frequency, HZ1, to a second frequency, HZ2, different than the first frequency. The second frequency, HZ2, may be higher than the first frequency, HZ1. Thus, while the first frequency, HZ1, of the heat may be below the plasma frequency, i.e., not transmittable through the plasma, the second frequency, HZ2, of the heat may be above the plasma frequency, i.e., transmittable through the plasma. In such a manner, the coating202may shift the frequency of the heat radiating from the engine from a frequency that is non-transmittable through plasma to a frequency that is transmittable through the plasma. Thus, radiation of transmitted heat T through the plasma P as illustrated inFIG.2can occur. In certain embodiments, the frequency shift of the heat radiation can occur through upconversion, whereby two or more photons of a lower frequency are absorbed into a material which becomes excited and is de-excited by combining the absorbed photons into a lesser number of photons, or even one photon, of higher frequency. This may be an anti-Stokes type emission. Exemplary materials for the coating202include silicon nitride, silicon carbide, carbon, boron nitride, barium oxide, magnesia, silica, alumina, Pyroceram™ 9606, Rayceram™ 8, Nitroxyceram™, reaction-bonded silicon nitride (RBSN), hot-pressed silicon nitride (HPSN), Celsian™, one or more catalysts, and combinations thereof. Moreover, the coating202can include fillers, additives, nanoparticles, rare earth metals (e.g., yttrium, scandium, etc.) and the like. The coating202can be applied to the body204using, e.g., thermal decomposition, coprecipitation, hydrothermal application, through sol-gel, combustion, microwave, microemulsion, and the like. Thermal decomposition may permit control of particle size and/or shape within the coating202while permitting short reaction time. Coprecipitation may include precipitation of two substances simultaneously. This process may reduce toxic by-products and requires inexpensive equipment and simple procedures. Hydrothermal application can rely on a solution-based method occurring in a water-based system at low reaction temperatures with high environmental safety. Sol-gel can be used for preparation of thin film coatings. The resulting coating can exhibit high strength and can easily be applied at scale. Combustion is a high-throughput method that is scalable, energy efficient, and low cost. These methods are not necessarily exclusive, and in certain instances application of the coating202can include two or more methods. In an embodiment, the coating202can have a variable effective energy emissivity contour resulting in an approximately isothermal surface of the body204. That is, by way of non-limiting example, placement of the coating can be performed along those portions of the vehicle body where temperatures are highest. This can allow those areas to radiate to space and cool toward the average vehicle body temperature. FIG.5illustrates an exemplary method500of dissipating heat in a vehicle traveling at high speeds, e.g., hypersonic speeds. The method500includes a step502of applying a coating to the vehicle, e.g., an engine of the vehicle, or another portion thereof. The coating can be configured to shift a wavelength of heat from the engine to a frequency equal to or above an expected plasma frequency (ωpe) of a neighboring medium surrounding the engine during high-speed operation, e.g., during hypersonic travel. In an embodiment, step502can be performed through thermal decomposition, coprecipitation, hydrothermal application, through sol-gel, combustion, microwave, microemulsion, and the like. In an embodiment, the method500can further include a step504of determining an anticipated range of ωpein view of one or more expected temperatures of the neighboring medium surrounding the engine at one or more operating speeds of the aircraft. The method500can also include a step506of selecting the coating from a plurality of coatings in view of the determined ωpe. The step504of determining the anticipated range of ωpeand the step506of selecting the coating in view thereof may be performed prior to the step502of applying the coating to the vehicle, or a portion thereof. Further aspects of the invention are provided by the subject matter of the following clauses: Embodiment 1. An engine comprising: an engine body defining an inlet and an exhaust spaced apart by a combustion area, wherein the engine is configured to generate heat during operation; and a coating disposed over at least a portion of the engine body, the coating being configured to shift a frequency of at least one wavelength of the heat generated by the engine from a first frequency to a second frequency having higher transmissivity relative to a neighboring medium surrounding the engine body as compared to the first frequency. Embodiment 2. The engine of any one or more of the embodiments, wherein the at least one wavelength of the heat comprises a spectrum of wavelengths having first frequencies, and wherein the coating is configured to shift at least a portion of the spectrum of wavelengths to one or more second frequencies having higher transmissivity relative to the neighboring medium surrounding the engine body as compared to the first frequencies. Embodiment 3. The engine of any one or more of the embodiments, wherein the first frequency is below a plasma frequency (ωp) of the neighboring medium surrounding the engine body, and wherein the second frequency is above ωp. Embodiment 4. The engine of any one or more of the embodiments, wherein the coating comprises silicon nitride, silicon carbide, carbon, boron nitride, barium oxide, magnesia, silica, alumina, Pyroceram™ 9606, Rayceram™ 8, Nitroxyceram™, reaction-bonded silicon nitride (RBSN), hot-pressed silicon nitride (HPSN), Celsian™, one or more catalysts, or any combination thereof Embodiment 5. The engine of any one or more of the embodiments, wherein the neighboring medium comprises a plasma, and wherein the heat generated by the engine is at least 4000 Kelvin (K). Embodiment 6. The engine of any one or more of the embodiments, wherein the coating has a variable effective energy emissivity contour resulting in an approximately isothermal surface of the engine body. Embodiment 7. The engine of any one or more of the embodiments, wherein the engine is configured to operate at hypersonic speeds. Embodiment 8. A supersonic vehicle comprising: a vehicle body; an engine that generates heat during operation; and a coating disposed on at least a portion of the engine, the vehicle body, or both, the coating being configured to shift a wavelength of the heat to a frequency equal to or above a plasma frequency (ωp) of a neighboring medium surrounding the engine during supersonic operation. Embodiment 9. The supersonic vehicle of any one or more of the embodiments, wherein the coating comprises silicon nitride, silicon carbide, carbon, boron nitride, barium oxide, magnesia, silica, alumina, alumina, Pyroceram™ 9606, Rayceram™ 8, Nitroxyceram™, reaction-bonded silicon nitride (RBSN), hot-pressed silicon nitride (HPSN), Celsian™, one or more catalysts, or any combination thereof Embodiment 10. The supersonic vehicle of any one or more of the embodiments, wherein the supersonic vehicle is configured to travel at hypersonic speeds. Embodiment 11. The supersonic vehicle of any one or more of the embodiments, wherein the coating is configured to reflect or dissipate the heat in a direction away from the engine, the vehicle body, or both. Embodiment 12. The supersonic vehicle of any one or more of the embodiments, wherein the direction of emission is oriented generally away from earth when the supersonic vehicle is operating at supersonic speeds. Embodiment 13. The supersonic vehicle of any one or more of the embodiments, wherein the heat is at least 4000 K. Embodiment 14. The supersonic vehicle of any one or more of the embodiments, wherein the heat is generated by the combustion area, a frictional interface between the engine and the neighboring medium, or both. Embodiment 15. The supersonic vehicle of any one or more of the embodiments, wherein the coating has a variable effective energy emissivity contour resulting in an approximately isothermal surface of the engine. Embodiment 16. The engine of any one or more of the embodiments, wherein the coating has a variable effective energy emissivity contour resulting in an approximately isothermal surface of the engine. Embodiment 17. A method of dissipating heat from a hypersonic vehicle, the method comprising: applying a coating to at least a portion of an engine of the hypersonic vehicle, a vehicle body of the hypersonic vehicle, or both, the coating being configured to shift a wavelength of heat emitted by the engine to a frequency equal to or above an expected plasma frequency (ωpe) of a neighboring medium surrounding the vehicle during hypersonic operation. Embodiment 18. The method of any one or more of the embodiments, further comprising: determining an anticipated range or value of expected plasma frequencies ωpein view of one or more expected temperatures of the neighboring medium surrounding the engine at one or more operating speeds; and selecting the coating from a plurality of coatings in view of the determined ωpe. Embodiment19. The method of any one or more of the embodiments, wherein the coating is selected from a plurality of coatings comprising silicon nitride, silicon carbide, carbon, boron nitride, barium oxide, magnesia, silica, alumina, alumina, Pyroceram™ 9606, Rayceram™ 8, Nitroxyceram™, reaction-bonded silicon nitride (RBSN), hot-pressed silicon nitride (HPSN), Celsian™, one or more catalysts, or any combination thereof. Embodiment 20. The method of any one or more of the embodiments, wherein applying the coating is performed such that the coating dissipates heat in a direction generally towards space. | 25,892 |
11858614 | DETAILED DESCRIPTION The illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that the Federal Aviation Administration (FAA) regulates all aspects of civil aviation. The illustrative embodiments recognize and take into account that the FAA has regulations covering fire penetration resistance of aircraft thermal acoustic insulation blankets. The illustrative embodiments recognize and take into account that grommets may be installed through thermal acoustic insulation blankets to provide drainage paths. The illustrative embodiments recognize and take into account that grommets may loosen or fall out of flexible materials. The illustrative embodiments recognize and take into account that reinstalling grommets takes additional manufacturing time. The illustrative embodiments recognize and take into account that composite materials are tough, light-weight materials created by combining two or more functional components. For example, a composite material may include reinforcing fibers bound in polymer resin matrix. The illustrative embodiments recognize and take into account that the fibers may be unidirectional or may take the form of a woven cloth or fabric. The illustrative embodiments recognize and take into account that weight is a consideration in the design of components for aircraft. The illustrative embodiments recognize and take into account that reducing the weight of an aircraft reduces operational costs. The illustrative embodiments recognize and take into account that it is desirable to reduce the weight of aircraft components. The illustrative embodiments recognize and take into account that conventional insulation blankets contacting the composite skin of an aircraft is undesirable. For example, the illustrative embodiments recognize and take into account that conventional insulation blankets contacting the composite skin may trap moisture and lead to corrosion. The illustrative embodiments recognize and take into account that maintaining a separation between insulation blankets and the composite skin of an aircraft may be desirable. The illustrative embodiments recognize and take into account that maintaining a separation between insulation blankets and the composite skin of an aircraft may reduce or prevent undesirable conditions during operation of the aircraft. Referring now to the figures and, in particular, with reference toFIG.1, an illustration of a block diagram of a manufacturing environment in which a thermal acoustic insulation blanket is positioned in an aircraft is depicted in accordance with an illustrative embodiment. Manufacturing environment100has thermal acoustic insulation blanket102. In some illustrative examples, thermal acoustic insulation blanket102is manufactured in manufacturing environment100. In some illustrative examples, thermal acoustic insulation blanket102is installed in aircraft104in manufacturing environment100. Thermal acoustic insulation blanket102comprises composite laminate106forming burn through layer108. Burn through layer108of thermal acoustic insulation blanket102is configured to meet burn through requirements set by the FAA. For example, when thermal acoustic insulation blanket102is present in bilge109of aircraft104, burn through layer108is configured to meet FAA 25.856(b). Composite laminate106is formed of any desirable type of composite configured to meet burn through requirements. Composite laminate106has thickness110. In some illustrative examples, thickness110is configured to meet burn through requirements. In some illustrative examples, thickness110is selected to provide rigidity112. Composite laminate106has rigidity112. Rigidity112increases rigidity114of thermal acoustic insulation blanket102. Rigidity114of thermal acoustic insulation blanket102is greater than a rigidity of a thermal acoustic insulation blanket without composite laminate106. By increasing rigidity114of thermal acoustic insulation blanket102, drainage provided by thermal acoustic insulation blanket102may be improved. By increasing rigidity114of thermal acoustic insulation blanket102, thermal acoustic insulation blanket102may retain its shape during operation in aircraft104. In some illustrative examples, composite laminate106further forms stiffening material111configured to maintain thermal acoustic insulation blanket102away from a skin113of aircraft104. In some illustrative examples, skin113is formed of composite115. In these illustrative examples, skin113may be referred to as a composite skin. When composite laminate106forms stiffening material111, composite laminate provides stiffness to prevent contact between thermal acoustic insulation blanket102and composite115skin113. Thermal acoustic insulation blanket102also comprises batting116. Batting116forms acoustic insulative layer118and thermal insulative layer120. Batting116has thickness122. Thickness122is configured to provide desirable acoustic insulation and desirable thermal insulation. Batting116comprises any desirable quantity of layers. In some illustrative examples, batting116is a single layer. In some illustrative examples, batting116comprises more than one layer. As depicted, batting116comprises first layer124and second layer126. In some illustrative examples, first layer124of batting116is between coverfilm136and composite laminate106. In some illustrative examples, second layer126of batting116is between coverfilm136and composite laminate106. Batting116may be formed of any desirable material configured to provide desirable acoustic insulation and desirable thermal insulation. In some illustrative examples, batting116is formed of fiberglass. In these illustrative examples, batting116is fiberglass batting128. In some illustrative examples, first layer124and second layer126are formed of the same material. In other illustrative examples, first layer124and second layer126are formed of different materials. In some illustrative examples, first layer124and second layer126are formed of fiberglass batting128. First layer124has density130. Second layer126has density132. In some illustrative examples, first layer124and second layer126have different densities. In these illustrative examples, density130of first layer124is different from density132of second layer126. Thermal acoustic insulation blanket102comprises plurality of layers134. Plurality of layers134includes composite laminate106and batting116. Plurality of layers134further comprises coverfilm136. Coverfilm136provides a moisture barrier for thermal acoustic insulation blanket102. In some illustrative examples, plurality of layers134further comprises second coverfilm138. When second coverfilm138is present, second coverfilm138provides a moisture barrier for thermal acoustic insulation blanket102. Plurality of layers134may be assembled in any desirable order. In some illustrative examples, second coverfilm138is outer layer140of thermal acoustic insulation blanket102. When second coverfilm138is outer layer140, composite laminate106is positioned between two layers of coverfilm, coverfilm136and second coverfilm138. When second coverfilm138is present, batting116is between the two layers of coverfilm, coverfilm136and second coverfilm138. Batting116forms acoustic insulative layer118. In some illustrative examples, composite laminate106is outer layer140of thermal acoustic insulation blanket102. In some illustrative examples, when composite laminate106is outer layer140, composite laminate106is adhered to second coverfilm138. In these illustrative examples, composite laminate106is adhered to second coverfilm138using optional adhesive142. In other illustrative examples, composite laminate106forms outer layer140and second coverfilm138is not present. In these illustrative examples, composite laminate106forms a moisture barrier for thermal acoustic insulation blanket102. In some illustrative examples, when composite laminate106forms outer layer140, burn through tape146is present. In these illustrative examples, burn through tape146is adhered to composite laminate106. Burn through tape146forms seams with other thermal acoustic insulation blankets. The seams formed with burn through tape146has desirable flame penetration characteristics. In some illustrative examples, thermal acoustic insulation blanket102comprises coverfilm136, composite laminate106forming burn through layer108, and batting116between coverfilm136and composite laminate106. Batting116comprises acoustic insulative layer118. In some illustrative examples, thermal acoustic insulation blanket102further comprises second coverfilm138. In these illustrative examples, batting116is positioned between coverfilm136and second coverfilm138. In some illustrative examples, when second coverfilm138is present, composite laminate106is adhered to second coverfilm138. In some illustrative examples, when composite laminate106is adhered to second coverfilm138, composite laminate106is outer layer140. In some illustrative examples, when second coverfilm138is present, composite laminate106is positioned between coverfilm136and second coverfilm138. When composite laminate106is positioned between coverfilm136and second coverfilm138, second coverfilm138is outer layer140. As depicted, grommets144are present in thermal acoustic insulation blanket102. Grommets144extend through each of plurality of layers134. Grommets144extend through each layer of thermal acoustic insulation blanket102including coverfilm136, batting116, and composite laminate106. By extending through composite laminate106, grommets144remain within thermal acoustic insulation blanket102. Rigidity112of composite laminate106aids in retention of grommets144within thermal acoustic insulation blanket102. As used herein, the phrase “at least one of,” when used with a list of items, means different combinations of one or more of the listed items may be used, and only one of each item in the list may be needed. In other words, “at least one of” means any combination of items and number of items may be used from the list, but not all of the items in the list are required. The item may be a particular object, a thing, or a category. This example also may include item A, item B, and item C, or item B and item C. Of course, any combination of these items may be present. In other examples, “at least one of” may be, for example, without limitation, two of item A, one of item B, and ten of item C; four of item B and seven of item C; or other suitable combinations. The illustration of manufacturing environment100inFIG.1is not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. Other components in addition to or in place of the ones illustrated may be used. Some components may be unnecessary. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment. For example, although thermal acoustic insulation blanket102is discussed as being positioned in bilge109of aircraft104, in other illustrative examples, thermal acoustic insulation blanket102may be positioned in crown152of aircraft104. Turning toFIG.2, an illustration of a top isometric view of thermal acoustic insulation blankets within a bottom of an aircraft is depicted in accordance with an illustrative embodiment. View200is a view of bilge202of aircraft204. Bilge202is a physical implementation of bilge109ofFIG.1. Thermal acoustic insulation blankets206are positioned near composite skin208of aircraft204. Thermal acoustic insulation blanket210of thermal acoustic insulation blankets206is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. In some illustrative examples, thermal acoustic insulation blanket210includes burn through tape joining thermal acoustic insulation blanket210to thermal acoustic insulation blanket212. Turning toFIG.3, an illustration of a top view of thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Thermal acoustic insulation blanket300is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. In some illustrative examples, thermal acoustic insulation blanket300is an illustration of thermal acoustic insulation blanket210ofFIG.2. In view302, coverfilm304, grommets306, and tabs308are visible. Coverfilm304forms a moisture barrier for thermal acoustic insulation blanket300. Coverfilm304covers any desirable quantity of layers, including batting (not depicted), and a composite laminate (not depicted). Grommets306extend through each layer of thermal acoustic insulation blanket300including coverfilm304, the batting (not depicted), and a composite laminate (not depicted). By extending through the composite laminate, grommets306remain within thermal acoustic insulation blanket300. The rigidity of the composite laminate aids in retention of grommets306within thermal acoustic insulation blanket300. Tabs308are used to join thermal acoustic insulation blankets together. In some illustrative examples, tabs308include burn through tape. In other illustrative examples, tabs308include at least one coverfilm, such as coverfilm304. Turning toFIG.4, an illustration of a cross-sectional view of a thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Thermal acoustic insulation blanket400is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. Thermal acoustic insulation blanket400may be an implementation of thermal acoustic insulation blanket210ofFIG.2. In some illustrative examples, view402of thermal acoustic insulation blanket400is a view of thermal acoustic insulation blanket300ofFIG.3from cross-sectional view4-4. Thermal acoustic insulation blanket400includes coverfilm404, batting406including first layer408and second layer410, composite laminate412, and second coverfilm414. Coverfilm404and second coverfilm414act as a moisture barrier. Coverfilm404and second coverfilm414encompass batting406and composite laminate412. Batting406provides thermal insulation and acoustic insulation. Batting406may include any desirable quantity of layers. As depicted, batting406includes first layer408and second layer410. In some illustrative examples, first layer408and second layer410have different densities. In some illustrative examples, first layer408and second layer410are formed of different materials. As depicted, first layer408has thickness416and second layer410has thickness418. As depicted, thickness418is larger than thickness416. More specifically, thickness418is about twice thickness416. In other non-depicted illustrative examples, thickness416may be equal to or greater than thickness418. Although first layer408is depicted as between coverfilm404and second layer410, in some illustrative examples, second layer410is between coverfilm404and first layer408. Batting406is formed of any desirable material. In some illustrative examples, batting406is formed of fiberglass. As depicted, composite laminate412is positioned between two layers of coverfilm, coverfilm404and second coverfilm414. As depicted, second coverfilm414is an outer layer of thermal acoustic insulation blanket400. Turning toFIG.5, an illustration of a cross-sectional view of a thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Thermal acoustic insulation blanket500is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. Thermal acoustic insulation blanket500may be an implementation of thermal acoustic insulation blanket210ofFIG.2. In some illustrative examples, view502of thermal acoustic insulation blanket500is a view of thermal acoustic insulation blanket300ofFIG.3from cross-sectional view4-4. Thermal acoustic insulation blanket500is an alternative design to thermal acoustic insulation blanket400ofFIG.4. Thermal acoustic insulation blanket500includes coverfilm504, batting506including first layer508and second layer510, second coverfilm512, composite laminate514, and burn through tape516. Coverfilm504and second coverfilm512act as a moisture barrier. Coverfilm504and second coverfilm512encompass batting506. Composite laminate514is adhered to second coverfilm512. Batting506provides thermal insulation and acoustic insulation. Batting506may include any desirable quantity of layers. As depicted, batting506includes first layer508and second layer510. In some illustrative examples, first layer508and second layer510have different densities. In some illustrative examples, first layer508and second layer510are formed of different materials. As depicted, first layer508has thickness517and second layer510has thickness518. As depicted, thickness517is larger than thickness518. More specifically, thickness517is about twice thickness518. In other non-depicted illustrative examples, thickness518may be equal to or greater than thickness517. Although first layer508is depicted as between coverfilm504and second layer510, in some illustrative examples, second layer510is between coverfilm504and first layer508. Batting506is formed of any desirable material. In some illustrative examples, batting506is formed of fiberglass. As depicted, composite laminate514is adhered to second coverfilm512. As depicted, composite laminate514is an outer layer of thermal acoustic insulation blanket500. Turning toFIG.6, an illustration of a cross-sectional view of a thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Thermal acoustic insulation blanket600is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. Thermal acoustic insulation blanket600may be an implementation of thermal acoustic insulation blanket210ofFIG.2. In some illustrative examples, view602of thermal acoustic insulation blanket600is a view of thermal acoustic insulation blanket300ofFIG.3from cross-sectional view4-4. Thermal acoustic insulation blanket600is an alternative design to thermal acoustic insulation blanket400ofFIG.4and thermal acoustic insulation blanket500ofFIG.5. Thermal acoustic insulation blanket600includes coverfilm604, batting606, composite laminate608, and burn through tape610. Coverfilm604and composite laminate608act as a moisture barrier. Coverfilm604and composite laminate608encompass batting606. Composite laminate608is an outer layer of thermal acoustic insulation blanket600. Batting606provides thermal insulation and acoustic insulation. Batting606may include any desirable quantity of layers. As depicted, batting606is a single layer. Batting606is formed of any desirable material. In some illustrative examples, batting606is formed of fiberglass. Turning toFIG.7, an illustration of a cross-sectional view of a grommet in a thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Thermal acoustic insulation blanket700is a physical implementation of thermal acoustic insulation blanket102ofFIG.1. Thermal acoustic insulation blanket700may be an implementation of thermal acoustic insulation blanket210ofFIG.2. In some illustrative examples, view702of thermal acoustic insulation blanket700is a view of thermal acoustic insulation blanket300ofFIG.3from cross-sectional view4-4. Thermal acoustic insulation blanket700is an alternative design to thermal acoustic insulation blanket400ofFIG.4, thermal acoustic insulation blanket500ofFIG.5, and thermal acoustic insulation blanket600ofFIG.6. Thermal acoustic insulation blanket700includes coverfilm704, batting706including first layer708and second layer710, composite laminate712, and second coverfilm714. Coverfilm704and second coverfilm714act as a moisture barrier. Coverfilm704and second coverfilm714encompass batting706and composite laminate712. Batting706provides thermal insulation and acoustic insulation. Batting706may include any desirable quantity of layers. As depicted, batting706includes first layer708and second layer710. In some illustrative examples, first layer708and second layer710have different densities. In some illustrative examples, first layer708and second layer710are formed of different materials. Batting706is formed of any desirable material. In some illustrative examples, batting706is formed of fiberglass. As depicted, composite laminate712is positioned between two layers of coverfilm, coverfilm704and second coverfilm714. As depicted, second coverfilm714is an outer layer of thermal acoustic insulation blanket700. Grommet716extends through plurality of layers718of thermal acoustic insulation blanket700. Grommet716extends through coverfilm704, batting706, composite laminate712, and second coverfilm714. Grommet716extends through each layer of thermal acoustic insulation blanket700. By extending through composite laminate712, grommet716remains within thermal acoustic insulation blanket700. The rigidity of composite laminate712aids in retention of grommet716within thermal acoustic insulation blanket700. The illustration of thermal acoustic insulation blanket700inFIG.7is not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. In some illustrative examples, second coverfilm714may not be present. In other illustrative examples, batting706may have more than two layers. In some illustrative examples, batting706may have only one layer. Turning toFIG.8, an illustration of a flowchart of a method for forming a thermal acoustic insulation blanket is depicted in accordance with an illustrative embodiment. Method800may be used to form thermal acoustic insulation blanket102ofFIG.1, thermal acoustic insulation blanket210ofFIG.2, thermal acoustic insulation blanket300ofFIG.3, thermal acoustic insulation blanket400ofFIG.4, thermal acoustic insulation blanket500ofFIG.5, thermal acoustic insulation blanket600ofFIG.6, or thermal acoustic insulation blanket700ofFIG.7. Method800sends a grommet through a coverfilm, batting, and a composite laminate of a thermal acoustic insulation blanket, the composite laminate forming a burn through layer (operation802). Afterwards, method800terminates. In some illustrative examples, method800seals the batting and the composite laminate between the coverfilm and a second coverfilm prior to sending the grommet through the coverfilm, the batting, and the composite laminate (operation804). In some illustrative examples, method800adheres the composite laminate to a second coverfilm prior to sending the grommet through the coverfilm, the batting, and the composite laminate (operation806). In some illustrative examples, the batting comprises a first layer and a second layer, and method800positions the first layer and the second layer between the coverfilm and the composite laminate prior to sending the grommet through the coverfilm, the batting, and the composite laminate (operation808). The flowcharts and block diagrams in the different depicted embodiments illustrate the architecture, functionality, and operation of some possible implementations of apparatus and methods in an illustrative embodiment. In this regard, each block in the flowcharts or block diagrams may represent a module, a segment, a function, and/or a portion of an operation or step. In some alternative implementations of an illustrative embodiment, the function or functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added, in addition to the illustrated blocks, in a flowchart or block diagram. In some illustrative examples, not all blocks of method800are performed. For example, operations804through808ofFIG.8are optional. The illustrative embodiments of the present disclosure may be described in the context of aircraft manufacturing and service method900as shown inFIG.9and aircraft1000as shown inFIG.10. Turning first toFIG.9, an illustration of a block diagram of an aircraft manufacturing and service method is depicted in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method900may include specification and design902of aircraft1000inFIG.10and material procurement904. During production, component and subassembly manufacturing906and system integration908of aircraft1000takes place. Thereafter, aircraft1000may go through certification and delivery910in order to be placed in service912. While in service912by a customer, aircraft1000is scheduled for routine maintenance and service914, which may include modification, reconfiguration, refurbishment, and other maintenance or service. Each of the processes of aircraft manufacturing and service method900may be performed or carried out by a system integrator, a third party, and/or an operator. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, without limitation, any number of aircraft manufacturers or major-system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, or suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, and so on. With reference now toFIG.10, an illustration of a block diagram of an aircraft is depicted in accordance with an illustrative embodiment. In this example, aircraft1000is produced by aircraft manufacturing and service method900inFIG.9and may include airframe1002with a plurality of systems1004and interior1006. Examples of systems1004include one or more of propulsion system1008, electrical system1010, hydraulic system1012, and environmental system1014. Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as the automotive industry. Apparatuses and methods embodied herein may be employed during at least one of the stages of aircraft manufacturing and service method900. One or more illustrative embodiments may be used during component and subassembly manufacturing906, system integration908, or maintenance and service914ofFIG.9. For example, thermal acoustic insulation blanket102ofFIG.1may be installed in aircraft104during component and subassembly manufacturing906. As another example, thermal acoustic insulation blanket102ofFIG.1may be manufactured during component and subassembly manufacturing906. As another example, thermal acoustic insulation blanket102ofFIG.1may be installed in aircraft104as a replacement part or as a retrofit part during maintenance and service914ofFIG.9. Apparatuses and methods embodied herein may be employed in manufacturing at least one component of aircraft1000. For example, thermal acoustic insulation blanket102ofFIG.1is positioned relative to airframe1002. Thermal acoustic insulation blanket102ofFIG.1is installed in aircraft1000to direct moisture away from interior1006during operation of aircraft1000. The description of the different illustrative embodiments has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative embodiments may provide different features as compared to other illustrative embodiments. The embodiment or embodiments selected are chosen and described in order to best explain the principles of the embodiments, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated. | 28,113 |
11858615 | DETAILED DESCRIPTION Features, advantages, and embodiments of the present disclosure are set forth or apparent from a consideration of the following detailed description, drawings, and claims. Moreover, it is to be understood that the following detailed description is exemplary and intended to provide further explanation without limiting the scope of the disclosure as claimed. Various embodiments are discussed in detail below. While specific embodiments are discussed, this is done for illustration purposes only. A person skilled in the relevant art will recognize that other components and configurations may be used without departing from the spirit and the scope of the present disclosure. As noted above, a rotating airfoil, such as the fan blades of a fan for a turbofan engine or the propellers on a propeller driven aircraft, may be subjected to differential loading during rotation (1P loading) when the rotation axis, about which the rotating airfoil rotates, is angled (such as pitched upward or pitched downward) relative to the flow of air into the fan or the propeller. The embodiments discussed herein reduce the magnitude of the asymmetric load produced by the rotating airfoils during such conditions. In embodiments discussed herein, air is ejected from an outer surface of the rotating airfoil to disrupt the flow of air across this outer surface. In some embodiments, the air may be ejected on the suction side of rotating airfoils that are moving upward in a pitch up condition, reducing the amount of thrust produced by the blade during such conditions. In other embodiments, the air may be expelled on the pressure side of rotating airfoils that are moving downward in a pitch up condition, increasing the amount of thrust produced by the blade during such conditions. The rotating airfoils discussed herein are suitable for use with rotating airfoil assemblies used to produce thrust for fixed wing aircraft, and, in particular, for open rotor engines such as propellers or unducted fan engines.FIG.1is a perspective view of an aircraft10that may implement various preferred embodiments. The aircraft10includes a fuselage12, a pair of wings14attached to the fuselage12, and an empennage16. The aircraft10also includes a propulsion system that produces a propulsive thrust required to propel the aircraft10in flight, during taxiing operations, and the like. The propulsion system for the aircraft10shown inFIG.1includes a pair of engines100. In this embodiment, each engine100is attached to one of the wings14by a pylon18in an under-wing configuration. Although the engines100are shown attached to the wing14in an under-wing configuration inFIG.1, in other embodiments, the engine100may have alternative configurations and be coupled to other portions of the aircraft10. For example, the engine100may additionally or alternatively include one or more aspects coupled to other parts of the aircraft10, such as, for example, the empennage16(as shown inFIG.3), and the fuselage12. As will be described further below with reference toFIG.2, the engines100shown inFIG.1are unducted single fan engines that are each capable of selectively generating a propulsive thrust for the aircraft10. The amount of propulsive thrust may be controlled at least in part based on a volume of fuel provided to the unducted single fan engines via a fuel system130(seeFIG.2). An aviation turbine fuel in the embodiments discussed herein is a combustible hydrocarbon liquid fuel, such as a kerosene-type fuel, having a desired carbon number. The fuel is stored in a fuel tank131of the fuel system130. As shown inFIG.1, at least a portion of the fuel tank131is located in each wing14and a portion of the fuel tank131is located in the fuselage12between the wings14. The fuel tank131, however, may be located at other suitable locations in the fuselage12or the wing14. The fuel tank131may also be located entirely within the fuselage12or the wing14. The fuel tank131may also be separate tanks instead of a single, unitary body, such as, for example, two tanks each located within a corresponding wing14. FIG.2is a schematic, cross-sectional view of one of the engines100used in the propulsion system for the aircraft10shown inFIG.1. The cross-sectional view ofFIG.2is taken along line2-2inFIG.1. As noted above, the engine100is an unducted single fan engine. The unducted single fan engine100has an axial direction A (extending parallel to a longitudinal centerline101, shown for reference inFIG.2), a radial direction R, and a circumferential direction. The circumferential direction (not depicted inFIG.2) extends in a direction rotating about the longitudinal centerline101. The unducted single fan engine100includes a fan section102and a turbomachine104disposed downstream from the fan section102. The turbomachine104depicted inFIG.2includes a tubular outer casing106(also referred to as a housing or nacelle) that defines an inlet108. In this embodiment, the inlet108is annular. The outer casing106encases an engine core that includes, in a serial flow relationship, a compressor section including a booster or a low-pressure (LP) compressor110and a high-pressure (HP) compressor112, a combustion section114, a turbine section including a high-pressure (HP) turbine116and a low-pressure (LP) turbine118, and a jet exhaust nozzle section120. The compressor section, the combustion section114, and the turbine section together define at least in part a core air flowpath121extending from the inlet108to the jet exhaust nozzle section120. The turbomachine104further includes one or more drive shafts. More specifically, the turbomachine104includes a high-pressure (HP) shaft or spool122drivingly connecting the HP turbine116to the HP compressor112, and a low-pressure (LP) shaft or spool124drivingly connecting the LP turbine118to the LP compressor110. The unducted single fan engine100, more specifically, the turbomachine104, is operable with the fuel system130and receives a flow of fuel from the fuel system130. The fuel system130includes a fuel delivery assembly133providing the fuel flow from the fuel tank131to the unducted single fan engine100, and, more specifically, to a plurality of fuel nozzles142that inject fuel into a combustion chamber of a combustor140(seeFIG.3, discussed further below) of the combustion section114. The fuel delivery assembly133includes tubes, pipes, conduits, and the like, to fluidly connect the various components of the fuel system130to the unducted single fan engine100. The fuel tank131is configured to store the hydrocarbon fuel, and the hydrocarbon fuel is supplied from the fuel tank131to the fuel delivery assembly133. The fuel delivery assembly133is configured to carry the hydrocarbon fuel between the fuel tank131and the unducted single fan engine100and, thus, provides a flow path (fluid pathway) of the hydrocarbon fuel from the fuel tank131to the unducted single fan engine100. The fuel system130includes at least one fuel pump fluidly connected to the fuel delivery assembly133to induce the flow of the fuel through the fuel delivery assembly133to the unducted single fan engine100. One such pump is a main fuel pump135. The main fuel pump135is a high-pressure pump that is the primary source of pressure rise in the fuel delivery assembly133between the fuel tank131and the unducted single fan engine100. The main fuel pump135may be configured to increase a pressure in the fuel delivery assembly133to a pressure greater than a pressure within the combustion chamber of the combustor140. The fuel system130also includes a fuel metering unit137in fluid communication with the fuel delivery assembly133. Any metering unit137may be used including, for example, a metering valve. The metering unit137is positioned downstream of the main fuel pump135and upstream of a fuel manifold139configured to distribute fuel to the fuel nozzles142. The fuel system130is configured to provide the fuel to metering unit137, and the metering unit137is configured to receive fuel from the fuel tank131. The metering unit137is further configured to provide a flow of fuel to the unducted single fan engine100in a desired manner. More specifically, the metering unit137is configured to meter the fuel and to provide a desired volume of fuel, at, for example, a desired flow rate, to the fuel manifold139of the unducted single fan engine100. The fuel manifold139is fluidly connected to the fuel nozzles142and distributes (provides) the fuel received to the plurality of fuel nozzles142, where the fuel is injected into the combustion chamber and combusted. Adjusting the fuel metering unit137changes the volume of fuel provided to the combustion chamber and, thus, changes the amount of propulsive thrust produced by the unducted single fan engine100to propel the aircraft10. The unducted single fan engine100also includes various accessory systems to aid in the operation of the unducted single fan engine100and/or an aircraft10. For example, the unducted single fan engine100may include a main lubrication system152, a compressor cooling air (CCA) system154, an active thermal clearance control (ATCC) system156, and a generator lubrication system158, each of which is depicted schematically inFIG.2. The main lubrication system152is configured to provide a lubricant to, for example, various bearings and gear meshes in the compressor section, the turbine section, the HP spool122, and the LP shaft124. The lubricant provided by the main lubrication system152may increase the useful life of such components and may remove a certain amount of heat from such components through the use of one or more heat exchangers. The compressor cooling air (CCA) system154provides air from one or both of the HP compressor112or the LP compressor110to one or both of the HP turbine116or the LP turbine118. The active thermal clearance control (ATCC) system156acts to minimize a clearance between tips of turbine blades and casing walls as casing temperatures vary during a flight mission. The generator lubrication system158provides lubrication to an electronic generator (not shown), as well as cooling/heat removal for the electronic generator. The electronic generator may provide electrical power to, for example, a startup electrical motor for the unducted single fan engine100and/or various other electronic components of the unducted single fan engine100and/or an aircraft10. The lubrication systems for the unducted single fan engine100(e.g., the main lubrication system152and the generator lubrication system158) may use hydrocarbon fluids, such as oil, for lubrication, in which the oil circulates through inner surfaces of oil scavenge lines. The fan section102of the unducted single fan engine100includes a spinner160. A plurality of fan blades162are coupled to the spinner160. More specifically, the spinner160includes a fan hub164, and the fan blades162are coupled to the fan hub164(or disk). The fan blades162and the fan hub164are rotatable, together, circumferentially about a rotation axis161, which, in this embodiment, is coincident with the longitudinal centerline (axis)101. The spinner160rotates with respect to outer casing106. Each of the fan blades162is an airfoils and, more specifically, rotating airfoils. The fan blades162, together with the fan hub164, in this embodiment, comprise a rotating airfoil assembly. The turbomachine104of this embodiment is a torque producing system that generates torque to rotate the fan blades162. The turbomachine104is configured to operate (e.g., to rotate) the spinner160. The spinner160may be coupled to a shaft, and, more specifically, the LP shaft124, of the turbomachine104, and the LP shaft124rotates the fan blades162and the fan hub164. In some embodiments, the LP shaft124may be coupled to the spinner160in a direct drive configuration, but, in this embodiment, the LP shaft124is coupled to a gearbox126that, in turn, transmits a rotational (torsional) force to rotate the spinner160. Coupled to the outer casing106may be one or more outlet guide vanes166. In this embodiment, the outlet guide vanes166are positioned aft of the fan blades162. In this embodiment, the outer casing106is stationary such that the one or more outlet guide vanes166do not rotate around the longitudinal centerline101and are, thus, stationary with respect to rotation about the longitudinal centerline101. Although the outlet guide vanes166are stationary with respect to the longitudinal centerline101, the outlet guide vanes166are capable of being rotated or moved with respect to the outer casing106. During operation of the unducted single fan engine100, air flows from the left side ofFIG.2toward the right side ofFIG.2. A portion of the air flow may flow past the fan blades162and the outlet guide vanes166. A portion of the air flow may enter the outer casing106through the annular inlet108as the air flowing through core air flowpath121to be mixed with the fuel for combustion in the combustor140and exit through the jet exhaust nozzle section120. As noted above, the outlet guide vanes166may be movable with respect to the outer casing106to guide the air flow in a particular direction. Each outlet guide vane166may be movable to adjust the lean, pitch, sweep, or any combination thereof, of the outlet guide vane166. FIG.3shows a schematic view of the aircraft10with an unducted single fan engine100A with another configuration for an unducted single fan (USF) engine. In the embodiment shown inFIGS.1and2, a forward end or a front portion of the outer casing106includes the one or more fan blades162and the one or more outlet guide vanes166. In other embodiments, the one or more fan blades162and the one or more outlet guide vanes166may have a different arrangement with respect to the outer casing106. For example, in the embodiment shown inFIG.3, the one or more fan blades162and the one or more outlet guide vanes166may be located on an aft end or a rear portion of the outer casing106, such as coupled to a rear portion of the outer casing106. The unducted single fan engine100A may include all of the features ofFIGS.1and2and may have similar components and operation of the unducted single fan engine100ofFIGS.1and2. However, inFIG.3, the one or more fan blades162and the one or more outlet guide vanes166are located on an aft end or a rear portion of the outer casing106. More specifically, the one or more fan blades162and the one or more outlet guide vanes166may be coupled to a rear portion of the outer casing106. In other embodiments, an engine according to the disclosure may be configured to have stationary vanes positioned forward of the rotating fan blades162(thus, the vanes166are inlet guide vanes). Although the outlet guide vanes166may be stationary and not rotate about the longitudinal centerline101, as described above, the one or more outlet guide vanes166may rotate counter to the one or more fan blades162such that the one or more outlet guide vanes166are contra-rotating rotors in a contra-rotating open rotor (CROR) engine. Either pusher configurations, where the rotors are forward of the pylon18, or puller configurations, where the rotors are aft the pylon18are contemplated. In such a case, the contra-rotating rotors may also be rotating airfoils that are part of a rotating airfoil assembly, as discussed further below. FIG.4is a schematic perspective view of a propeller driven aircraft10. In this embodiment, the aircraft10is driven by turboprop engines200. Each turboprop engine200of this embodiment includes a turbomachine104and a propeller assembly210. The propeller assembly210includes a plurality of propeller blades212that are coupled to and extend outwardly from a propeller shaft214in the radial direction R. The turbomachine104is a torque producing system for the propeller assembly210. The turbomachine104of the turboprop engine200is similar to the turbomachine104discussed above and a detailed description of those components are omitted here, as the discussion above also applies to the turboprop engine200. The turbomachine104is configured to operate (e.g., to rotate) the propeller assembly210and, more specifically, the propeller shaft214about a rotation axis216of the propeller shaft214. In this embodiment, the rotation axis216is coincident with the longitudinal centerline101of the turbomachine104, but, in other embodiments, the rotation axis216may be parallel to the longitudinal centerline101. Although the propeller shaft214may be directly coupled to the turbomachine104, such as the LP shaft124, in a direct drive configuration, the turbomachine104, and, more specifically, the LP shaft124is coupled to a gearbox126that, in turn, transmits a rotational (torsional) force to rotate the propeller shaft214. The propeller blades212are airfoils, more specifically, rotating airfoils, and the propeller assembly210is another example of a rotating airfoil assembly. The propeller assembly210is an open rotor system that may also experience asymmetric loading on the propeller blades212with the longitudinal centerline101of the turboprop engine200being angled (such as pitched upward or downward) relative to the flow of air into the propeller assembly210. FIG.5is a perspective view of an aircraft10that is driven by turbofan engines202.FIG.6is a schematic, cross-sectional view of one of the turbofan engines202used in the propulsion system for the aircraft10shown inFIG.5. The cross-sectional view ofFIG.6is taken along line6-6inFIG.5. For the embodiment depicted inFIGS.5and6, the turbofan engine202is a high bypass turbofan engine. The turbofan engine202includes a fan section220and a turbomachine104disposed downstream from the fan section220. The turbomachine104of the turbofan engine202is similar to the turbomachine104discussed above and a detailed description of those components are omitted here, as the discussion above also applies to the turbofan engine202. The fan section220shown inFIG.6includes a fan222having a plurality of fan blades224coupled to a disk226. The fan blades224and the disk226are rotatable, together, about a rotation axis221, which, in this embodiment, is coincident with the longitudinal centerline (axis)101. The LP shaft124is connected to the disk226to rotate the fan blades224and the disk226. The disk226is covered by a rotatable front hub228aerodynamically contoured to promote an airflow through the plurality of fan blades224. Further, an annular fan casing or outer nacelle230is provided, circumferentially surrounding the fan222and/or at least a portion of the turbomachine104. The outer nacelle230is annular and defines an inlet232of the fan section220. Although the outer nacelle230may be symmetrical, the outer nacelle230and the inlet232may be asymmetrical, such as having asymmetry between the top and the bottom, and asymmetry between the left and the right. The outer nacelle230is supported relative to the turbomachine104by a plurality of circumferentially spaced outlet guide vanes234. A downstream section236of the outer nacelle230extends over an outer portion of the turbomachine104so as to define a bypass airflow passage238therebetween. The fan blades224are airfoils, more specifically, rotating airfoils, and the fan222is another example of a rotating airfoil assembly. Air flows from the left side ofFIG.6toward the right side ofFIG.6. A portion of the air flow may flow past the fan blades224and the outlet guide vanes234through the bypass airflow passage238. A portion of the air flow may enter the outer casing106through the annular inlet108as the air flowing through core air flowpath121to be mixed with the fuel for combustion in the combustor140and exit through the jet exhaust nozzle section120, as discussed above. The outer nacelle230helps to direct the flow of air into the fan blades224of the fan222, even when the turbofan engine202and the aircraft10is pitched upward or downward. The fan222of the turbofan engine202is, thus, not subjected to as significant of asymmetrical loading conditions when the longitudinal centerline101, about which the fan222is rotating, is angled (such as pitched upward or downward) relative to the flow of air into the inlet232of the fan section220, as are the open rotor rotating airfoil assemblies discussed above. Nevertheless, the rotating airfoils and rotating airfoil assemblies may also be used as the fan222of the turbofan engine202. Each of the torque producing systems discussed above for the engines100,100A,200,202shown inFIGS.1to6is turbomachine104. Other suitable torque producing systems, however, may be used to rotate the rotating airfoils (e.g., fan blades162,222and propeller blades212) and rotating airfoil assemblies (e.g., spinner160, propeller assembly210, and fan222). Other suitable torque producing systems include other engines, such as reciprocating engines, for example. Although the aircraft10shown inFIGS.1,3,4, and5is an airplane, the embodiments described herein may also be applicable to other aircraft10, including, for example, other fixed-wing unmanned aerial vehicles (UAV). Further, although not depicted herein, in other embodiments, the embodiments discussed herein may be applicable to any rotating airfoils and rotating airfoil assemblies, such as, for example the blades of wind turbines. FIGS.7and8show a rotating airfoil310that may be used in an airfoil assembly300(see, e.g.,FIG.10), such as the spinner160, propeller assembly210, and fan222, discussed above.FIG.7is a side view of the rotating airfoil310, andFIG.8is a top view of the rotating airfoil310. The rotating airfoil310includes a leading edge312, a trailing edge314, a root316, and a tip318. The rotating airfoil310is connected on the root end of the rotating airfoil310to a central support, such as the fan hub164, the propeller shaft214, or the disk226, about which the rotating airfoil310rotates. The rotating airfoil310extends outwardly in a radial direction R (FIG.2) of the rotating airfoil assembly300from the root316to the tip318. The rotating airfoil310includes a suction side322and a pressure side324, and surfaces of the rotating airfoil310are formed on each of the suction side322and the pressure side324between the leading edge312and the trailing edge314. These surfaces are a suction surface326and a pressure surface328. As can be seen inFIG.8, the rotating airfoil310is a cambered airfoil with the suction surface326having a convex curvature and the pressure surface328being generally flat. The rotating airfoil310may have any suitable shape, however, including, for example, concave surfaces, and the rotating airfoil310may be a symmetric airfoil. The suction surface326and the pressure surface328are positioned on opposite sides of the rotating airfoil310such that, when airflows over the suction surface326and the pressure surface328of the rotating airfoil310as the rotating airfoil310rotates about a rotation axis301, the rotating airfoil310generates lift (thrust). The rotating airfoil310includes at least one opening332formed in one of the suction surface326or the pressure surface328. In this embodiment, the rotating airfoil310includes a plurality of openings332. As shown inFIG.7, two openings332are located on the suction surface326. Each opening332is fluidly connected to an air source, such as by a conduit334formed in the rotating airfoil310, as shown inFIG.8. Each opening332is configured to eject air from the air source in an outward direction from the suction surface326as ejected air. Contour lines depict the flow of air over the suction surface326and the pressure surface328. When air is ejected from the openings332, the ejected air disrupts the follow of air over the surface. As depicted inFIG.8, for example, the ejected air disrupts the flow of air over the suction surface326, and, more specifically, disturbs the boundary layer, reducing the lift produced by the rotating airfoil310. Instead of being ejected from the openings332, air can also be drawn into the openings332. With the openings332being positioned on the suction surface326, as shown inFIG.8, drawing the air into the openings332could have the opposite effect as ejecting the air and increases the lift produced by the rotating airfoil310. The opening332includes edges, and the edges define a plane of the opening332. These edges and, thus, the opening332may have any suitable shape in the surface one which they are formed (e.g., suction surface326inFIG.7). InFIG.7, the opening is shown as a circular opening. Other suitable shapes include, for example, elliptical openings, parabolic openings, rectangular openings, and triangular openings. In addition, the openings332may have various suitable shapes into the rotating airfoil310(a direction normal to the plane of the opening332). This passage connecting the opening332with the conduit334may be cylindrical or conical, for example. In addition, the opening332may have a wide range of suitable sizes. The opening332may be relatively large, having an area of, for example, two centimeters squared, or relatively small, having an area of, for example, six microns squared. When a plurality of relatively small openings332are used, the plurality of openings332may be arrayed on the surface (such as the suction surface326) of the rotating airfoil310. In the embodiment shown inFIG.8, the ejected air is ejected directly outward in a direction that is normal to the plane of the opening332. The ejected air may be directed at other directions instead of directly outward.FIGS.9A and9Bare top views of the rotating airfoil310with each having alternative orientations of the opening332. The opening332shown inFIG.9Ais configured to eject air (the ejected air) both outward and in a direction toward the leading edge312. This is a direction that opposed the direction of the boundary layer flow across the suction surface326. The opening332shown inFIG.9Bis configured to eject air (the ejected air) both outward and in a direction toward the trailing edge314. This is a direction that is with the direction of the boundary layer flow across the suction surface326. In the examples discussed above, the openings332are shown as being formed on the suction surface326, but openings332can be formed on the pressure surface328instead of the suction surface326, as shown inFIG.9C.FIG.9Cis a top view of the rotating airfoil310with openings332formed on the pressure surface328. With the openings332being positioned on the pressure surface328, as shown inFIG.9C, ejecting air from the openings332increases the lift produced by the rotating airfoil310, and drawing the air into the openings332decreases the lift produced by the rotating airfoil310. The openings332may be formed anywhere on either the suction surface326or pressure surface328. In some embodiments, such as shown inFIG.7, the openings332are formed closer to the tip318than the root316and may be formed on the outer half of the rotating airfoil310in the radial direction R. The openings332may also be formed closer to the leading edge312than the trailing edge314, such as on the leading half of the suction surface326or pressure surface328. FIG.10shows a rotating airfoil assembly300including the rotating airfoil310according to an embodiment. The rotating airfoil assembly300depicted inFIG.10is the spinner160of the unducted single fan engine100ofFIG.2, andFIG.10is a schematic, cross-sectional view, taken along line10-10inFIG.2. The rotating airfoils310(fan blades162) of the rotating airfoil assembly300are rotating in a clockwise direction inFIG.10about a rotation axis301(rotation axis161). To aid in the following discussion, angular positions of the rotating airfoil310and the rotating airfoil assembly300are given relative to the rotation axis301as shown inFIG.10. The rotating airfoil310is, thus, rotating in a downward direction from zero degrees to one-hundred eighty degrees and in an upward direction from one-hundred eighty degrees to three hundred sixty degrees (zero degrees). FIG.10illustrates the rotation axis301being angled (such as pitched upward or downward) relative to the flow of air into the rotating airfoil310. More specifically, inFIG.10, the rotation axis301is angled upward relative to the flow of air into the rotating airfoil310such as when the aircraft10(and also the longitudinal centerline101of the unducted single fan engine100) is pitched upward during takeoff or climb. In such a condition, the rotating airfoil assembly300is subjected to a non-axial component of airflow that is in an upward direction. Each rotating airfoil310produces a similar amount of lift at the top (zero degrees) and bottom (one hundred eighty degrees) of the rotation that the rotating airfoil310would produce if the rotating airfoil assembly300was not inclined. Each rotating airfoil310, however, produces less lift when moving downward from the top (zero degrees) to the bottom (one hundred eighty degrees) and more lift when moving upward from the bottom (one hundred eighty degrees) to the top (zero degrees). This change in lift is schematically illustrated by the larger of the broken lines inFIG.10. The lowest amount of lift produced by a rotating airfoil310as the rotating airfoil310makes one rotation is at ninety degrees, steadily increasing from that point to two hundred seventy degrees before steadily decreasing as the rotating airfoil310continues rotating. This may be referred to as 1P loading. The change in lift for one rotation (1P) can result in the rotating airfoil310undergoing cyclic stresses. The rotating airfoil310needs to be designed with these cyclic stresses in mind to avoid fatigue of the rotating airfoil310. In the embodiments discussed herein, the openings332may be used to mitigate the magnitude of the difference in lift or even eliminate the difference in lift altogether. In the condition illustrated inFIG.10, air may be selectively ejected from openings332formed on one of the suction surface326(the configuration shown inFIG.8) or the pressure surface328(the configuration shown inFIG.9C) of each rotating airfoil310to disrupt the airflow over the suction surface326or the pressure surface328. For example, the openings332may be formed on the suction surface326and air may be ejected as the rotating airfoil310travels upward from the bottom (one hundred eighty degrees) to the top (zero degrees), reducing the lift as the rotating airfoil310travels upward and the magnitude of the cyclic loading on the rotating airfoil310. The amount of ejected air from each of the openings332may be varied as the rotating airfoil310rotates upward. As noted above, the greatest lift is produced when the rotating airfoil310is located at the two-hundred-seventy-degree position and, thus, the amount of air ejected from the openings332may be increased from the bottom (one hundred eighty degrees) to two hundred seventy degrees and, then, decreased from two hundred seventy degrees to the top (zero degrees). InFIG.10, the change in amount of air ejected is illustrated by the length of the arrows in the conduit334. Conversely, the openings332may be formed on the pressure surface328and air may be ejected as the rotating airfoil310travels downward from the top (zero degrees) to the bottom (one hundred eighty degrees), increasing the lift as the rotating airfoil310travels downward, but reducing the magnitude of the cyclic loading on the rotating airfoil310. As noted above, the least amount of lift is produced when the rotating airfoil310is located at the ninety-degree position and, thus, the amount of air ejected from the openings332may be increased from the top (zero degrees) to ninety degrees and then, decreased from ninety degrees to the bottom (one hundred eighty degrees). In the embodiment shown inFIG.10, selectively ejecting the air from the openings332is accomplished passively without the use of valves, controllers, and the like. In this embodiment, each rotating airfoil310is part of a corresponding pair of rotating airfoils310. A first rotating airfoil310ais positioned opposite to a second rotating airfoil310bwith the rotation axis301therebetween. More specifically, the first rotating airfoil310aand the second rotating airfoil310bare one hundred eighty degrees apart from each other such that the first rotating airfoil310ais positioned directly opposite to the second rotating airfoil310b. Together, the first rotating airfoil310aand the second rotating airfoil310bform a pair of rotating airfoils310. The conduit334of the first rotating airfoil310ais fluidly connected to the conduit334of the second rotating airfoil310b, and, in this embodiment, directly fluidly connected to each other forming a single flow passage336between the opening332on the first rotating airfoil310aand the opening332on the second rotating airfoil310b. When each rotating airfoil310includes a plurality of openings332, each of the plurality of openings332may be connected to a corresponding conduit334(seeFIG.7), and each conduit334on the first rotating airfoil310amay fluidly connect to a corresponding conduit334and, thus, a corresponding opening332on the second rotating airfoil310b. In such an embodiment, a plurality of flow passages336are formed between the first rotating airfoil310aand the second rotating airfoil310b. In other embodiments, the plurality of openings332may connect to a single conduit334. A pressure differential also occurs between the opening332on the first rotating airfoil310aand the opening332on the second rotating airfoil310bin the non-axial flow condition. In the embodiment depicted inFIG.10, with the openings332formed on the suction surface326, the pressure differential is inversely proportional to the lift differential. This change in pressure is schematically illustrated by the smaller of the broken lines inFIG.10. This pressure differential between the first rotating airfoil310aand the opening332on the second rotating airfoil310bdrives a flow of air through the flow passage336from the opening332on the second rotating airfoil310bto the opening332on the first rotating airfoil310asuch that air is ejected from the opening332on the rotating airfoil310to disrupt the airflow across the suction surface326and to reduce the lift produced by the first rotating airfoil310a. Because this airflow is driven by the differential pressures, the embodiment depicted inFIG.10passively adjusts to different angles of the rotation axis301, and provides for increasing and decreasing the amount of air ejected from the opening332as the rotating airfoil310travels from the bottom (one hundred eighty degrees) to the top (zero degrees). FIG.11shows a rotating airfoil assembly300including the rotating airfoil310according to another embodiment. As in the arrangement shown inFIG.10,FIG.11illustrates a condition where the rotation axis301is angled (such as pitched upward or downward) relative to the flow of air into the rotating airfoil310. The rotating airfoil assembly300shown inFIG.11is the same as the rotating airfoil assembly300shown inFIG.10, but, instead of the conduit334of the first rotating airfoil310aand the conduit334of the second rotating airfoil310bforming a single flow passage336, each conduit334is fluidly coupled to a central manifold338. The rotating airfoil assembly300shown inFIG.11may operate in a substantially similar manner as the rotating airfoil assembly300shown inFIG.10. FIG.12shows a rotating airfoil assembly300including the rotating airfoil310according to a further embodiment. As in the arrangement shown inFIGS.10and11,FIG.12illustrates a condition where the rotation axis301is angled (such as pitched upward or downward) relative to the flow of air into the rotating airfoil310. In the embodiments depicted inFIGS.10and11, the ejection of air (including the amount of air ejected) from the opening332is passively controlled by differential pressure. The ejection of air from the opening332may be actively controlled. In the embodiment shown inFIG.12, each of the conduits334is fluidly connected to the central manifold338with a flow control valve342positioned between the central manifold338and the opening332. Air is provided to the central manifold338from an air source344. Suitable air sources344include, for example, an engine source, such as compressor cooling from the compressor cooling air (CCA) system154(FIG.2). The flow control valve342is configured to selectively control the flow of air from the central manifold338to the opening332to disrupt the flow of air across the suction surface326or the pressure surface328in the manner discussed above. In this embodiment, the flow control valve342may be operated by a controller, such as an engine controller170(see alsoFIG.2). Other suitable controllers may be used including, for example, a dedicated controller or a controller that is part of the flight control system for the aircraft10(flight controller). In this embodiment, the controller170is a computing device having one or more processors172and one or more memories174. The processor172can be any suitable processing device, including, but not limited to, a microprocessor, a microcontroller, an integrated circuit, a logic device, a programmable logic controller (PLC), an application specific integrated circuit (ASIC), and/or a Field Programmable Gate Array (FPGA). The memory174can include one or more computer-readable media, including, but not limited to, non-transitory computer-readable media, a computer readable non-volatile medium (e.g., a flash memory), a RAM, a ROM, hard drives, flash drives, and/or other memory devices. The memory174can store information accessible by the processor172, including computer-readable instructions that can be executed by the processor172. The instructions can be any set of instructions or a sequence of instructions that, when executed by the processor172, cause the processor172and the controller170to perform operations. In some embodiments, the instructions can be executed by the processor172to cause the processor172to complete any of the operations and functions for which the controller170is configured, as will be described further below. The instructions can be software written in any suitable programming language or can be implemented in hardware. Additionally, and/or alternatively, the instructions can be executed in logically and/or virtually separate threads on the processor172. The memory174can further store data that can be accessed by the processor172. The technology discussed herein makes reference to computer-based systems and actions taken by, and information sent to and from, computer-based systems. One of ordinary skill in the art will recognize that the inherent flexibility of computer-based systems allows for a great variety of possible configurations, combinations, and divisions of tasks and functionality between and among components. For instance, processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel. The controller170is operatively and communicatively coupled to each of the flow control valves342and configured to selectively control the flow of air from the central manifold338to the opening332by, for example, operating each flow control valve342to provide a desired amount of air from the central manifold338to each opening332. The controller170may also be operatively and communicatively coupled to a suitable device, such as a pump or other valve, to provide air at a desired pressure from the air source344to the central manifold338. The controller170is configured to receive an indication (or signal) that the rotation axis301of the rotating airfoil310is angled upwardly or downwardly and, upon receipt of that signal, selectively control the flow of air from the central manifold338to the opening332. The indication may be received from a sensor configured to detect the pitch of the aircraft, for example, either directly from the sensor or from another source such as the flight controller. Each ofFIGS.10to12depicts a condition in which there is an upward component of non-axial flow into the rotating airfoil310, such as when the rotation axis301is angled upward during takeoff or climb for the aircraft10. The asymmetric loading condition is reversed when there is a downward component of non-axial flow into the rotating airfoil310, such as when the rotation axis301is angled downward during descent the aircraft10. The selective ejection of air from each opening332is, thus, reversed from the conditions discussed above when the rotation axis301is angled downward. Further aspects of the present disclosure are provided by the subject matter of the following clauses. A rotating airfoil assembly including a rotation axis and a plurality of rotating airfoils configured to rotate about the rotation axis. Each rotating airfoil of the rotating airfoils includes a leading edge, a trailing edge, a suction surface between the leading edge and the trailing edge, and a pressure surface between the leading edge and the trailing edge. The suction surface and the pressure surface are positioned on opposite sides of the rotating airfoil such that, when airflows over the suction surface and the pressure surface of the rotating airfoil as the rotating airfoil rotates about the rotation axis, the rotating airfoil generates lift. At least one opening is on one of the suction surface or the pressure surface. The at least one opening is configured to eject air or to draw air into the opening. The rotating airfoil assembly of the preceding clause, including a plurality of openings on one of the suction surface or the pressure surface. Each opening of the plurality of openings is configured to eject air or draw air into the opening. The rotating airfoil assembly of any of the preceding clauses, where the at least one opening is closer to the leading edge than the trailing edge. The rotating airfoil assembly of any of the preceding clauses, where each rotating airfoil of the rotating airfoils includes a root and a tip. The at least one opening is closer to the tip than the root. The rotating airfoil assembly of any of the preceding clauses, where the opening includes edges and the edges define a plane of the opening. The opening is configured to eject air outward from the one of the suction surface or the pressure surface in a direction that is normal to the plane of the opening. The rotating airfoil assembly of any of the preceding clauses, where the opening is configured to eject air outward from the one of the suction surface or the pressure surface in a direction that is both outward and in a direction toward the leading edge. The rotating airfoil assembly of any of the preceding clauses, where the opening is configured to eject air outward from the one of the suction surface or the pressure surface in a direction that is both outward and in a direction toward the trailing edge. The rotating airfoil assembly of any of the preceding clauses, where the at least one opening is located on the suction surface. The opening is configured to selectively eject air to disrupt air flowing over the suction surface when the rotating airfoil is rotating in an upward direction and when the rotation axis is angled upward relative to airflow flowing into the rotating airfoil assembly. The rotating airfoil assembly of any of the preceding clauses, where one rotating airfoil of the plurality of rotating airfoils is a first rotating airfoil and another rotating airfoil of the plurality of rotating airfoils is a second rotating airfoil. The opening of the first rotating airfoil and the opening of the second rotating airfoil are fluidly connected to each other by a conduit. The rotating airfoil assembly of any of the preceding clauses, where the first rotating airfoil is positioned opposite to the second rotating airfoil with the rotation axis therebetween. The rotating airfoil assembly of any of the preceding clauses, where the at least one opening of each of the first rotating airfoil and the opening of the second rotating airfoil is located on the respective suction surface. Air (a) is drawn into the opening of the second rotating airfoil, (b) travels from the opening of the second rotating airfoil through the conduit to the opening of the first rotating airfoil, and (c) is ejected from the opening of the first rotating airfoil disrupting air flowing over the suction surface of the first rotating airfoil when (i) the first rotating airfoil is rotating in an upward direction, (ii) the second rotating airfoil is rotating in a downward direction, and (iii) the rotation axis is angled upward relative to airflow flowing into the rotating airfoil assembly. The rotating airfoil assembly of any of the preceding clauses, further including a manifold. The opening of each of the rotating airfoils is fluidly connected to the manifold. The rotating airfoil assembly of any of the preceding clauses, further including an air source fluidly coupled to the manifold and configured to supply the manifold with air. The rotating airfoil assembly of any of the preceding clauses, where the opening of each of the rotating airfoils is fluidly connected to the manifold by a conduit. A flow control valve is located in the conduit and configured to control the flow of air from the manifold to the opening. The rotating airfoil assembly of any of the preceding clauses, further including a controller operatively coupled to each flow control valve and configured to selectively operate each flow control valve to provide a desired amount of air from the manifold to each opening. The rotating airfoil assembly of any of the preceding clauses, where the at least one opening is located on the suction surface, and where the controller is configured (i) to receive an indication that the rotation axis of the rotating airfoil assembly is angled one of upward or downward relative to the direction of airflow into the rotating airfoil assembly, (ii) to operate the flow control valves to supply air to the openings in each rotating airfoil that is rotating in an upward direction in response to an indication that the rotation axis of the rotating airfoil assembly is angled upward, and (iii) to operate the flow control valves to supply air to the openings in each rotating airfoil that is rotating in a downward direction in response to an indication that the rotation axis of the rotating airfoil assembly is angled downward. An engine including, the rotating airfoil assembly of any of the preceding clauses, and a torque producing system coupled to the rotating airfoil assembly and configured to rotate the rotating airfoil assembly about the rotation axis of the rotating airfoil assembly. The engine of any of the preceding clauses, where the engine is an unducted single fan engine, the torque producing system is a turbomachine of a gas turbine engine, and the rotating airfoil assembly is a fan with each of the plurality of rotating airfoils being fan blades. The engine of any of the preceding clauses, where the engine is a turboprop engine, the torque producing system is a turbomachine of a gas turbine engine, the rotating airfoil assembly is a propeller assembly with each of the plurality of rotating airfoils being a propeller. The engine of any of the preceding clauses, further including, a manifold, and air source, and a controller. The opening of each of the rotating airfoils is fluidly connected to the manifold. The air source is fluidly coupled to the manifold and configured to supply the manifold with air. The air source is an engine air source from the torque producing system. The controller is operatively coupled to each flow control valve and configured to selectively operate each flow control valve to provide a desired amount of air from the manifold to each opening. Although the foregoing description is directed to the preferred embodiments, it is noted that other variations and modifications will be apparent to those skilled in the art, and may be made without departing from the spirit or scope of the disclosure Moreover, features described in connection with one embodiment may be used in conjunction with other embodiments, even if not explicitly stated above. | 48,449 |
11858616 | DETAILED DESCRIPTION The described embodiments are by way of example only. The scope of this disclosure is limited only by the claims. Existing actuator systems will first be described with reference toFIGS.1and2. The description relates to the slat panels on the leading edge of the aircraft wing but this is just one example and the same or similar principles apply to other moveable panels. FIG.2shows a typical leading edge1having five moveable panels2. The movement of each panel is caused by two geared actuators3at two stations spaced apart on the panel—i.e. two actuators are provided per panel—one actuator at or close to each end of the panel. The actuators are controlled by a power control unit (PCU) which provides output control signals to the actuators according to a command e.g. from the pilot or flight control system which determines how much and in what direction the panels are moved by the actuators. As can be seen in the chart the more inboard panels are subjected to a higher load than the more outboard panels and so the output requirements of the actuators vary. FIG.1shows in more detail the structure of a typical actuator having an input shaft20which rotates responsive to the command and causes a stepped-down rotation of an output shaft30via a gear mechanism. In the example shown, the gear mechanism comprises an earth ring gear40, pinion gears50and an output ring gear60. Seals70,80prevent leakage of hydraulic fluid and lubricant. Support rings90may be provided to support rotation of the actuator components. A torque limiter100is provided to limit torque from the input shaft. The torque limiter is provided in a housing110and the gearing is provided in an actuator housing120. A vent130may also be provided. Such actuator structures are known and will not be described further. Other known actuator structures may also be used. In a typical system, the panels2are deployed using a known rack and pinion arrangement on a curved track. A pinion is provided at each actuator station or location on the panel. The actuators are controlled, by the PCU, to move the pinion to cause the desired panel movement. As mentioned above, the actuators used in such systems are expensive and complex. According to the present disclosure, a system is provided having only a single actuator per panel. A torque tube is provided between the pinions at the two panel stations, that drive the racks to move the panels. The sole actuator is provided as usual at the first station and drives the pinion at that station. The other pinion is driven by rotation of a high torque tube, e.g. a carbon fiber tube, that is attached to and rotated by the actuator. While any high torque material could be used for the tube to achieve advantages in cost savings due to fewer actuators, advancements in carbon fiber tube technology mean that such tubes can be manufactured more easily and at lower cost. The system can be seen inFIG.3showing two stations200,210of a moveable panel (not shown inFIG.3) on an aircraft wing. At each station a drive mechanism300,310is provided to move the panel responsive to the actuator. The drive mechanism here is a typical rack and pinion arrangement but other mechanisms are feasible. An actuator400is provided at the first station200and drives the drive mechanism. A torque tube500connects the actuator at the first station to the drive mechanism at the second station210in torque transmitting connection. The torque tube500will rotate at the output speed of the actuator400to move the pinion at the second station in the same way as the first pinion at the first station is moved by the actuator400. FIG.4shows how the system of this disclosure results in a reduced number of actuators per wing. Here, the wing has 5 panels2′. The innermost panel2″ which has the greatest loading, still has two actuators, but the other panels all have only one actuator each with a torque tube connecting the actuator to a second station of the respective panel. The system of this disclosure is thus much less expensive and easier to manufacture and industrialise than conventional systems. The smaller structure of the tube compared to another actuator also means that the wing has less drag and less inertia than when two actuators are present. | 4,289 |
11858617 | Reference Signs: 1, fuselage;11, front part of fuselage;111, second open channel;2, wing;21, windward side of wing;22, leeward side of wing;211, front part;212, middle part;213, rear part;214, first open channel;2141, concave channel;2142, convex channel;215, third open channel;216, spoiler;4, control mechanism;5, negative-pressure pocket;51, fuselage negative-pressure zone;6, positive-pressure zone;7, propeller;71, windward side of blade;72, fourth open channel;73, pressure port;74, front half;75, rear half;23, wings negative-pressure zone. DETAILED DESCRIPTION OF THE INVENTION The technical solutions, objectives, and effects of the invention are expounded below with reference to the embodiments and accompanying drawings. The key concept of the invention at least includes: A larger lift is generated due to different flow speeds of fluid flowing over windward sides of wings in a lengthwise direction and flowing over leeward sides of the wings in a widthwise direction, and a thrust is obtained from a pressure which is in a direction identical with the moving direction and is generated due to different flow speeds of front and rear parts of a fuselage and the wings. Referring toFIG.1-FIG.2, one technical solution adopted by the invention is as follows: an aircraft comprises a fuselage1and wings2, wherein first open channels214used to extend fluid paths are formed in windward sides21of the wings2and extend from roots of sides, close to the fuselage1, of the wings2to tails of sides, away from the fuselage1, of the wings2; and the first open channels214are concave channels2141or convex channels2142, so that a larger lift is generated due to different flow speeds of fluid flowing over the windward sides21of the wings in a lengthwise direction and flowing over leeward sides22of the wings in a widthwise direction. From the above description, the invention has the following beneficial effects: due to the fact that the length of the wings is generally several times greater than the width of the wings, the first open channels are formed to guide fluid to flow over the windward sides of the wings in the lengthwise direction and to flow over leeward sides of the wings in the widthwise direction, and a larger pressure difference and lift are generated due to different flow speeds. Referring toFIG.2-FIG.3, another technical solution adopted by the invention is as follows: an aircraft is a propeller-driven helicopter or airplane and comprises a fuselage1and a propeller7, wherein the propeller7comprises a plurality of blades, wherein at least one fourth open channel72is formed in a windward side71of each blade in a whole lengthwise direction from the root to the tail, and the fourth open channels72are concave channels2141and convex channels2142, or the fourth open channels72are concave channels2141or convex channels2142, so that a larger pressure difference and lift are generated due to different flow speeds of fluid flowing over the windward sides71of the blades in the lengthwise direction and flowing over leeward sides of the blades in a widthwise direction. From the above description, as for the propeller-driven helicopter or airplane, the fluid flows through the fourth open channels formed in the windward sides of the blades in the lengthwise direction to lead to a high flow speed and a low pressure, while the fluid flows over lower surfaces of the blades in the widthwise direction to lead to a low flow speed and a high pressure, and a larger pressure difference generated due to different fluid paths and different flow speeds of the fluid is the source of a larger lift and thrust of the helicopter or airplane driven by rotary wings. On this basis, the aircraft generating a larger thrust and lift is developed. Furthermore, the aircraft further comprises spoilers. The concave channels are concaved downwards relative to windward sides of shells of the blades, and openings of the concave channels are flush with the shells of the blades and become larger gradually towards bottom surfaces to be big-end-down to allow fluid to flow through smoothly: the convex channels slightly protrude out of the surfaces of the shells; at least one of the concave channels and the convex channels are in an arc shape: the spoilers are arranged in the concave channels or are uniformly arrayed to form the convex channels; and the spoilers are in a shape selected from one or more of a triangular shape, a circular shape, a rhombic shape, a trapezoid shape, an oval shape, a spiral shape, and an arc shape. Referring toFIG.2-FIG.3, another technical solution adopted by the invention is as follows: an aircraft comprises a fuselage1, and wings2, or a propeller7fixedly connected with the fuselage, wherein the propeller7comprises a plurality of blades, first open channels214used to extend fluid paths are formed in windward sides of the wings2or in a windward side of the propeller7and extend form the root of a side close to the fuselage1to the tail of a side away from the fuselage, and the first open channels214are concave channels2141or convex channels2142; windward sides and leeward sides of the wings2or blades are communicated via at least two pressure ports73, so that a high pressure generated by a low flow speed on the leeward sides is transferred towards a low pressure generated by a high flow speed on the windward sides via the pressure ports73, the pressure at the pressure ports73is opposite to an external fluid pressure on the windward sides in direction and counteracts the external fluid pressure, and a lift is generated by the wings2or the propeller7after fluid resistance is reduced. From the above description, different from common knowledge, a lift is gradually generated in the invention when the fluid flows over upper and lower surfaces of the wings (not reaching the tail). The high pressure on the lower surfaces of the wings is uniformly transferred towards the low pressure on the upper surfaces of the wings via the small pressure ports in a direction opposite to the external fluid pressure so as to counteract the external fluid pressure, so that the fluid resistance is reduced, and a lift is generated. Therefore, a larger lift (namely the primary lift) is generated after fluid resistance is reduced. Afterwards, the fluid flows over the upper and lower surfaces of the wings along different paths to reach the tail at the same time to generate a secondary lift. Embodiment 1: as shown inFIG.1-FIG.2, an aircraft comprises wings2, wherein a plurality of first open channels214are uniformly in front parts211and/or middle parts212of windward sides21of the wings in the whole lengthwise direction (longitudinal direction) from roots to tails of the wings; and the first open channels214are concave channels2141and/or convex channels2142, the concave channels2141are concaved downwards, and the convex channels2142slightly protrude upwards. Preferably, openings of the concave channels become larger gradually towards bottom surfaces to be big-end-down to allow fluid to flow through more smoothly; and the openings of the concave channels2141are linear and are flush with the upper surfaces of the wings, so that the fluid can smoothly enter the large spaces in the concave channels2141via the openings and then smoothly flow through the concave channels2141. Furthermore, as illustrated byFIG.1showing the lower wing, the concave channels2141and/or the convex channels2142are arc channels formed in the lengthwise direction of the wings2to extend the fluid paths in the lengthwise direction to a greater extent. Furthermore, spoilers are arranged in the concave channels to further extend the fluid paths; or, multiple spoilers are uniformly arrayed to form the convex channels to further extend the fluid paths; and the spoilers are in a shape selected from one or more of a triangular shape, a circular shape, a rhombic shape, a trapezoid shape, an oval shape, a spiral shape, and an arc shape. Furthermore, the length of the wings is generally multiple times greater than the width of the wings on the average, and the radian of the multiple first open channels214formed in the windward sides21of the wings become smaller gradually from front to back, which means that the fluid paths on the front parts are longer than the fluid paths on the rear parts, so that the flow speed of fluid flowing through the front parts and/or the middle parts212of the windward sides21of the wings in the lengthwise direction is high, while the flow speed of fluid flowing through rear parts213(not provided with open channels) in the widthwise direction is low, a pressure difference in a direction identical with the moving direction is generated on the windward sides from back to front due to the different flow speeds, and the source of a thrust is obtained. Furthermore, the pressure difference generated between the front parts and the rear parts of the windward sides of the wings from front to back reduces the resistance, the downward pressure borne by the windward sides is reduced, and thus, a larger pressure difference and lift are generated between the windward sides and the leeward side22. The first open channels used for extending the fluid paths are formed along the windward sides of the whole wings to generate a greater pressure difference between the windward sides and the leeward sides22, which in turn creates a larger lift. Furthermore, the length of the wings is generally multiple times greater than the width of the wings on the average, the first open channels214are uniformly formed in the windward sides of the wings in the whole lengthwise direction (longitudinal direction) from the roots to the tails of the wings, and the pressure direction in the large negative-pressure zone of the wings is identical with the direction defined by the first open channels in the windward sides of the wings, so that a greater pressure difference and a secondary lift are generated due to different flow speeds of fluid flowing over the windward sides in the lengthwise direction and flowing over the leeward sides in the widthwise direction. Furthermore, second open channels111are formed around a front part11of the fuselage (horizontally), and the second open channels are concave channels2141and/or convex channels2142and used to extend a fluid path, so that no matter how long the fuselage is, a pressure difference in a direction identical with the moving direction is generated from back to front due to different flow speeds of front and rear ends of the fuselage1in the lengthwise direction by fluid continuity and reaches the front part11instantly, and the pressure difference is opposite to the pressure on the windward side of the fuselage in direction and counteracts the pressure on the windward side: and in terms of a corresponding energy-saving relation, if the flow speed difference between the front and rear ends increases, the pressure difference increases, more external pressure on the windward side is counteracted, and a larger first thrust is obtained. The key solution to reducing the fluid resistance in this invention lies in that: if the direction of a pressure difference generated due to different flow speeds of the front and rear parts of the moving device is identical with the moving direction, the source of a thrust is obtained; otherwise, fluid resistance will be increased. A larger first thrust is obtained by the fluid continuity. According to the natural law, fluid pressures in opposite directions will be mutually counteracted when encountered, the fluid resistance will be reduced accordingly, and thus, the first thrust is obtained. Furthermore, the windward sides21of the wings are communicated with the leeward sides22of the wings via a plurality of uniformly-distributed pressure ports73(small holes) with small ventilation areas, so that a high pressure generated by a low flow speed on the leeward sides22of the wings is uniformly transferred towards a low pressure generated by a high flow speed on the windward sides21of the wings, and the pressure at the pressure ports73is opposite to an external fluid pressure on the windward sides21of the wings in direction and counteracts the external fluid pressure, so that the fluid resistance is reduced. Therefore, in the invention, the fluid resistance is reduced first, and then a lift (namely the primary lift) is directly generated. Afterwards, the fluid flows over the upper and lower surfaces of the wings along different paths to reach the tail at the same time, the first open channels214are formed in the windward sides of the wings in the whole lengthwise direction from the roots to the tails, and thus, a greater pressure difference and a secondary lift are generated due to different flow speeds of fluid flowing over the windward sides of the wings in the lengthwise direction and flowing over the leeward sides in the widthwise direction. The primary lift and the secondary lift constitute the tertiary lift of the invention. As we all know: for any moving devices such as cars, trains, ships, airplanes, bullets, missiles, etc., the fluid flows from the front end in the length direction (not the width direction) to the rear end to maintain the continuity of the fluid. The wings of the aircraft on the left and right sides of the fuselage extend backwards at a certain angle, so that the pressure directions of the wings negative-pressure zone and the fuselage negative-pressure zone are different, and cross-effects are generated to reduce the lift of the wings. Referring toFIG.4(without considering the negative-pressure zone at the rear of the fuselage), the fluid surrounds the length direction of the wings flows from the front end (left and right sides of the fuselage) through different paths of the upper and lower surfaces of the wings while reaching the wingtips at the tail at the same time, forming a sealed wings negative-pressure zone23which creates fluid continuity. Without considering the negative-pressure zone at the rear of the fuselage, the fluid originally flows through the length direction of the wings to generate greater lift, however, this is not the case. Referring toFIG.1(considering the negative-pressure zone at the rear of the fuselage), because the volume of the fuselage1is much larger than that of the wings2, the larger the fuselage volume, the larger the negative-pressure zone and the greater the negative pressure. The fuselage negative-pressure zone51generates a large fluid pressure so that most of the fluid flows through the width direction of the wings. Therefore, the directions of the pressures generated by the fuselage negative-pressure zone and the wings negative-pressure zone are different, so that the small wings negative-pressure zone23cannot get rid of the fluid pressure of the large fuselage negative-pressure zone51and must flow in the same direction. Most of the fluid above the upper and lower surfaces of the wings inFIG.4changes from flowing along the original length direction to flowing along the width direction inFIG.1; only to maintain the “fuselage” fluid continuity instead of maintaining the wings fluid continuity, at this time the wings negative-pressure zone is negligible: and the “fuselage” fluid continuity significantly reduces the lift of the wings. In response to the above problems: although the fuselage negative-pressure zone produces a large fluid pressure to drive the wings negative-pressure area to move in the same direction, the outward pressure around the fuselage negative-pressure zone will gradually decrease. Therefore, in order to reduce the cross-effect of the fuselage negative pressure zone on the wings negative-pressure zone, first open channels are provided in the length direction of the windward surface of the wings, so that part or even more fluid can flow through the length direction defined by the channels, the direction of the pressure generated by the first open channels is consistent with the direction of the pressure generated by the wings negative pressure zone23, and the concave channels have a big-end-down shape to allow fluid to flow therethrough smoothly. Under the action of the pressure generated by the wings negative-pressure zone23, part of fluid or even more fluid above the windward surfaces has an opportunity to flow through the length direction in the first open channels, while more fluid above the leeward surfaces flows through the width direction, the flow speeds of the two are different, resulting in generating greater pressure difference and lift. Embodiment 2: this embodiment differs from Embodiment 1 in the following aspects: shells of the windward sides21of the wings are skin, and a control mechanism4is arranged to change the shape of the skin. For instance, the concave channels2141and/or convex channels2142or spoilers216are formed on the skin by means of compressed air to extend the fluid paths (this is a common practice in the art). According to the requirements, the skin of the wings in the invention is just like that of common aircrafts when the aircraft flies normally; and when the aircraft flies stably under an energy-saving condition, the control mechanism4changes the shape of the skin of front parts211of the wings to extend the fluid paths, so that a pressure difference from back to front is generated between the front parts211and rear parts213of the wings, and accordingly, a first thrust of the invention is obtained. Source of a primary lift generated by the wings: when the aircraft flies at a high speed, a positive-pressure zone6around the wings transfers a pressure difference towards a large negative-pressure zone51, the wings are pushed by the pressure difference to move upwards, and the difference between the positive pressure and the negative pressure is the source of the primary lift. This also indicates that different lifts will be generated by the pressure difference between the upper and lower surfaces of the wings when the aircraft flies at a low speed and a high speed. When the aircraft flies at a high altitude with thin air, the difference still exists between the positive pressure and the negative pressure without being affected by the reduction of fluid resistance, so that the aircraft can fly faster and faster. With the increase of the difference between the positive pressure and the negative pressure, the lift generated will become larger. Fluid resistance generated by the fuselage: the positive-pressure zone6will inevitably transfer a pressure to the negative-pressure zone51according to the natural law. Similarly, skin is arranged on the front part11of the fuselage, the shape of the skin is changed by a control mechanism4to form the second open channels111, a pressure difference in a direction identical with the moving direction is generated due to different flow speeds of the front part and the rear part of the fuselage, the pressure in the large negative-pressure zone51can be greatly reduced, the fluid resistance is reduced, and accordingly, a first thrust is obtained. The primary lift is in direct proportion to the fluid resistance and is in reverse proportion to energy saved, which means that more energy will be consumed to generate a larger lift. However, in this embodiment, an ingenious design is adopted to enable the fuselage to reduce the fluid resistance and to enable the wings to generate a larger primary lift. Embodiment 3: this embodiment differs from Embodiment 2 in that the technical solution of this embodiment is opposed to that of Embodiment 2. Particularly, the shape of the skin on the rear parts213of the windward sides of the wings is changed through the control mechanism4to generate the concave channels2141and/or convex channels2142or spoilers216to extend fluid paths to a greater extent, so that a pressure difference in a direction identical with the moving direction is generated on the windward sides of the wings from front to back, a negative pressure generated in the sealed large negative-pressure zone51is increased, the difference between the positive pressure and the negative pressure is increased, and accordingly, a larger lift is generated. When the aircraft needs to generate a much larger lift instantly as actually needed, the flow speed on the rear parts of the wings is controlled to be much higher than that of the front parts of the wings to greatly increase the difference between the positive pressure and the negative pressure, so that the primary lift generated by the wings is greatly improved instantly, the flight condition of the aircraft can be changed instantly, and this is very important for the aircraft. Embodiment 4: this embodiment differs from the above embodiment in the following aspects: third open channels215are formed in the rear parts213of the windward sides21of the wings in the widthwise direction (horizontal direction) and extend in the widthwise direction of the rear parts213of the wings, and the third open channels215are concave channels2141or convex channels2142or spoilers, so that it is further defined that fluid flows through the front parts211and/or the middle parts212of the windward sides21of the wings in the lengthwise direction and flows through the rear parts213in the widthwise direction to generate a pressure difference from back to front, and accordingly, a first thrust is obtained. Furthermore, a plurality of concave channels and/or convex channels or spoilers (not shown, common practice) are arranged on the leeward sides22of the wings in the widthwise direction (horizontal direction), so that it is further defined that the fluid flows over the windward sides21of the wings in the lengthwise direction and flows over the leeward sides22of the wings in the widthwise direction to generate a larger pressure difference and a secondary lift. Embodiment 5: this embodiment differs from Embodiment 4 in the following aspects: in this embodiment, the windward sides21of the wings are communicated with the leeward sides22of the wings via a plurality of pressure ports73, a high pressure on the leeward sides is transferred towards a low pressure on the windward sides via the pressure ports73when fluid flows over the upper and lower surfaces of the wings (not reaching the tail), and the pressure at the pressure ports73is opposite to an external fluid pressure on the windward sides in direction and counteracts the external fluid pressure, so that a primary lift is generated. In the invention, the fluid resistance is reduced first, and then a lift (namely the primary lift) is generated directly. Afterwards, the fluid flows over the upper and lower surfaces of the wings along different paths to reach the tail at the same time to generate a secondary lift. In this way, a larger tertiary lift of the invention is obtained. Therefore, the lift is directly generated while the fluid resistance is reduced in this embodiment. According to common knowledge, a lift is generated after fluid flows over the upper and lower surfaces of the wings along different paths to reach the tail at the same time, which means that the lift can be generated under the condition where the fluid flows over the upper and lower surfaces of the wings first and then reaches the tail at the same time, so that the lift is generated indirectly instead of being generated directly, and huge fluid resistance is caused while the lift is generated. Furthermore, the pressure ports73are vents used for transferring the pressure and do not have a large area. Similarly, the pressure ports73can also be applied to the wings in other embodiments mentioned above. Embodiment 6: as shown inFIG.4, a propeller-driven helicopter comprises a fuselage1and a propeller7, wherein the propeller7comprises a plurality of blades, fourth open channels are formed in windward sides71of the blades, and particularly, at least one fourth channel72is formed in the windward side71of each blade in the lengthwise direction of the blade from the root to the tail; the four open channels are concave channels2141and/or convex channels2142; and when the propeller rotates at a high speed, fluid can easily flow through the open channels under a centrifugal force generated during high-speed rotation of the propeller. Because the length of the blades is generally about 20 times that of the width of the blades, a pressure difference of about 20 times and a lift of about 20 times are generated. When the helicopter flies, a powerful centrifugal force generated during high-speed rotation of the propeller7instantly ejects the fluid outwards, and the direction of the concave channels is consistent with the flow direction of the fluid having a high traction from the centrifugal force, so that the fluid can flow through the concave channels more easily and is finally discharged from blade tips, the fluid paths are extended by the fluid continuity resulting from the centrifugal force, the fluid flows over the windward sides in the lengthwise direction more rapidly to lead to a high flow speed and flows over the leeward sides in the widthwise direction to lead to a low flow speed, and a larger pressure difference and lift are generated due to the different flow speeds. Furthermore, the convex channels are slightly higher than the surfaces of shells on the windward sides to avoid fluid resistance during high-speed rotation of the propeller7. Preferably, the convex channels and the concave channels are arc channels, so that the fluid paths can be extended to a greater extent. Preferably, concave channels and/or convex channels are formed in rear halves75of the windward sides of the blades71to form a high-speed fluid layer, that is to say, the fourth open channels72are located at ends, away from the fuselage1, of the rear halves75of the blades, so that a pressure difference is generated between a high flow speed of the rear halves75and a low flow speed of front halves74of the blades in a direction identical with the outward rotation direction of the propeller7, and accordingly, a larger thrust and lift are generated. Furthermore, the windward sides71of the blades are partially or entirely communicated with the leeward sides of the blades via a plurality of pressure ports73(tiny holes) with small ventilation areas, so that a high pressure generated by a low flow speed on the leeward sides of the blades is uniformly transferred towards a low pressure generated by a high flow speed on the windward sides71of the blades: and the pressure at the pressure ports73is opposite to an external fluid pressure on the windward sides71of the blades in direction and counteracts the external fluid pressure, so that the fluid resistance is reduced, and a tertiary lift is generated. In another specific embodiment, a propeller-driven airplane (not shown, common practice in the art) comprises a propeller7arranged on the front of a fuselage1, wherein a plurality of concave channels and/or convex channels are formed in the windward sides71or leeward sides of blades, so that a larger pressure difference and thrust are generated due to different flow speeds of fluid flowing over the windward sides of the blades in the lengthwise direction and flowing over the leeward sides of the blades in the widthwise direction. In conclusion, a first thrust is obtained by means of fluid continuity in light of the feather arrangement structure of eagles, the primary lift, the secondary lift and the tertiary lift are obtained by the fluid continuity, and thus, a high-speed aircraft generating a larger lift and thrust is developed. The above embodiments are only illustrative ones of the invention, and are not intended to limit the patent scope of the invention. All equivalent transformations made on the basis of the contents of the specifications and accompanying drawings, or direct or indirect applications to relevant technical fields should also fall within the patent protection scope of the invention. | 28,055 |
11858618 | DETAILED DESCRIPTION For ease of understanding the present utility model, the present utility model is described in more detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, when a component is expressed as “being fixed to”, “being connected to”, or “being mounted to” another component, the component may be directly on the another component, or one or more intermediate components may exist between the component and the another component. When one component is expressed as “being connected to” another component, the component may be directly connected to the another component, or one or more intermediate components may exist between the component and the another component. The terms “vertical”, “horizontal”, “left”, “right”, “inner”, “outside”, and similar expressions used in this specification are merely used for an illustrative purpose. Unless otherwise defined, meanings of all technical and scientific terms used in the present utility model are the same as that usually understood by a person skilled in the technical field to which the present utility model belongs. Terms used in the specification of the present utility model are merely intended to describe objectives of the specific embodiment, and are not intended to limit the present utility model. A term “and/or” used in this specification includes any or all combinations of one or more related listed items. In addition, technical features involved in different embodiments of the present utility model described below may be combined together if there is no conflict. In this specification, the expression “mount” means to fix or restrict an element or an apparatus to a specific position or place in a manner including welding, screwing, snapping, bonding, and the like. The element or the apparatus may keep still at the specific position or place or move within a limited range. The element or the apparatus can be disassembled or cannot be disassembled after being fixed or restricted to the specific position or place, which is not limited in the embodiments of the present utility model. Referring to bothFIG.1andFIG.2,FIG.1andFIG.2separately show an exploded schematic diagram of an unmanned aerial vehicle (UAV) according to one of the embodiments of the present utility model and a partially enlarged schematic diagram of a portion A. The UAV includes a fuselage100, an arm200, a power assembly300, and a UAV foot stand (hereinafter referred to as foot stand)400. One end of the arm200is fixed to the fuselage100, and an other end extends toward one end that is away from the fuselage100. The power assembly300is fixed on a top portion of one end of the arm200that is away from the fuselage100. The foot stand400is fixed on a bottom portion of one end of the arm200that is away from the fuselage100. For the power assembly300, referring toFIG.1, the power assembly300includes a motor310and a propeller320. The top portion of one end of the arm200that is away from the fuselage100is provided with a first mounting groove, and the motor310is mounted in the first mounting groove. The propeller320is connected to an output end of the motor310, and can rotate under the driving of the motor310, so as to provide power for the UAV to fly. For the foot stand400, referring toFIG.3,FIG.3shows a schematic cross-sectional diagram in a direction of the foot stand400according to one of the embodiments of the present utility model. Referring to bothFIG.1andFIG.2, the foot stand400includes a main body410, a mounting board420, and a support structure430. One end of the main body410is connected to the bottom portion of one end of the arm200that is away from the fuselage100, and an other end extends toward one end that faces away from the top portion of the arm200. One end of the main body410that is close to the arm200is provided with a lightening cavity411, and the lightening cavity411extends from one end that is close to the arm200toward a direction that is away from the arm200. One end of the main body410that is provided with the lightening cavity411extends outward in a radial direction to form a mounting board420, and is connected to the arm200through the mounting board420. Specifically, the mounting board420is provided with a through connecting hole, and the bottom portion of one end of the arm200that is away from the fuselage100is provided with a connecting post (not shown) that is adapted to the arm200at a corresponding position. An end surface of one end of the connecting post that faces away from the motor310is provided with a threaded hole, the connecting post is inserted into the connecting hole, and a threaded fastener passes through the connecting hole and is threadedly connected to the connecting post, thereby fixing the mounting board420to the arm200; and that is, the main body410is indirectly fixed to the arm420through the mounting board420. The support structure430is fixed to the main body410, and at least partially extends into the lightening cavity411and is connected to an inner wall of the lightening cavity411, so as to increase the rigidity of the main body410. In this embodiment, the support structure430includes a first reinforcing rib431, and the first reinforcing rib431has a strip-shaped structure as a whole and is accommodated in the lightening cavity411. In a direction parallel to a radial direction of the lightening cavity411, two ends of the first reinforcing rib431are separately connected to the inner wall of the lightening cavity411; and in an axial direction of the lightening cavity411, the first reinforcing rib431extends from one end that is close to the mounting board420to one end that faces away from the mounting board420. To further strengthen the rigidity of the foot stand400, the support structure430further includes a second reinforcing rib432. The second reinforcing rib432has a strip-shaped structure as a whole and is accommodated in the lightening cavity411. In a direction parallel to a radial direction of the lightening cavity411, two ends of the second reinforcing rib432are separately connected to the inner wall of the lightening cavity411; and in an axial direction of the lightening cavity411, the second reinforcing rib432extends from one end that is close to the mounting board420to one end that faces away from the mounting board420. In this embodiment, the second reinforcing rib432is arranged orthogonal to the first reinforcing rib431; it can be understood that a positional relationship between the second reinforcing rib432and the first reinforcing rib431is not specifically limited in the present utility model; and for example, in other embodiments of the present utility model, the second reinforcing rib is arranged in parallel with the first reinforcing rib. Further, to cause the lightening cavity411to be in a sealed state as a whole, so as to implement airtight mounting of an antenna450and prevent the antenna450from being exposed to the outside, the foot stand400further includes a protective wall440. The protective wall440has an annular structure, one end of the protective wall440is connected to an edge of the mounting board420in an axial direction of the protective wall440, and an other end of the protective wall440extends toward one end that is away from the main body410and abuts against the bottom portion of the arm200. Still further, to facilitate the positioning and mounting of the foot stand400, the UAV further includes a positioning module (not shown). Specifically, the positioning module includes at least one group of boss and groove that match with each other, one of the boss and the groove is provided at one end of the mounting board420that is close to the bottom portion of the arm200, and an other of the boss and the groove is provided at one end of the arm200that is close to the mounting board420. Then, the foot stand400can be quickly positioned with the arm200through the positioning module. In addition, the positioning module can further increase the rigidity of the foot stand400in a circumferential direction while assisting the foot stand400in positioning. Generally, as the rigidity of an object increases, the resonant frequency of the object also increases accordingly. Taking advantage of this feature, currently, when overcoming the defect that the UAV foot stand resonates with the propeller, UAV manufacturers on the market generally adopt a more rigid composite material as a material (such as polymer materials with glass fiber or carbon fiber) for the UAV foot stand, the resonant frequency of the UAV foot stand increases accordingly, so that the vibration frequency of the propeller never reaches the resonant frequency of the UAV foot stand during the propeller being switched on to rotating smoothly, so as to avoid the disadvantage that the UAV foot stand resonates with the propeller. Although the UAV foot stand made of the material has a relatively high rigidity, the brittleness of the UAV foot stand also increases accordingly. Therefore, in a process that the UAV lands or falls, the possibility that the damage is caused to the UAV foot stand also increases accordingly. The UAV provided in this embodiment includes a fuselage100, an arm200, a power assembly300, and a foot stand400. The foot stand400includes a main body410, a mounting board420, and a support structure430. One end of the main body is provided with a lightening cavity411, and one end of the main body410that is provided with the lightening cavity411extends outward to form the mounting board420. The support structure430is fixed to the main body410, and the support structure430at least partially extends into the lightening cavity411and is connected to one end of the inner wall of the lightening cavity411that is close to the mounting board420to increase the rigidity of the main body410. Under the condition that the vibration frequency of the propeller320remains unchanged, the resonant frequency of the UAV foot stand provided in the present utility model becomes higher. Therefore, the UAV provided in the present utility model can avoid the hidden danger that the propeller resonates with the UAV foot stand. Referring toFIG.4,FIG.4shows a UAV foot stand (hereinafter referred to as foot stand)500according to another embodiment of the present utility model. Referring to bothFIG.1toFIG.3, main differences between the UAV foot stand500and the foot stand400in the previous embodiment are: In the first embodiment, the support structure430in the foot stand400includes a first reinforcing rib431and a second reinforcing rib432, which are in a direction parallel to a radial direction of the lightening cavity411. Two ends of the first reinforcing rib431and the second reinforcing rib432are separately connected to the inner wall of the lightening cavity411to strengthen the torsional rigidity of the main body410, thereby increasing the rigidity of the foot stand400; and In the second embodiment, the support structure530of the foot stand500does not include the first reinforcing rib and second reinforcing rib, but includes a ring-shaped butting portion531that is attached to the inner wall of the lightening cavity, and strengthens the rigidity of the main body510through the attachment between the butting portion531with the inner wall of the lightening cavity, thereby enhancing the overall rigidity of the foot stand500. Specifically, the foot stand500includes a main body510, a mounting board520, a support structure530, and a protective wall540. The support structure530is a lining structure, which includes a butting portion531, a connecting portion532, and an abutting portion533. The butting portion531has a ring-shaped structure as a whole, at least partially extends into the lightening cavity411, and is attached to the inner wall of the lightening cavity411. One end of the butting portion531that is close to the mounting board520extends outward to form a connection portion532, and the connection portion532is carried on the mounting board520. The abutting portion533has an annular structure as a whole, one end of the abutting portion533is connected to the connection portion532in an axial direction of the abutting portion533, and an other end extends toward one end that is away from the connection portion532and is attached to the inner wall of the protective wall540. Preferably, the support structure530is made of metal to ensure the rigidity of the support structure530, thereby providing the rigidity of the foot stand500. In this embodiment, the support structure530is fixed to the mounting board520by a fixing member550whose shape is adapted to the support structure530. Specifically, the fixing member550includes an abutting section, a connection section, and an abutting section. The butting section is an annular structure, which at least partially extends into an inner hole formed by the butting portion531and is attached to an inner wall of the butting portion531. One end of the butting section that is close to the mounting board520extends outward in a radial direction to form the connection section, and the connection section is carried on the connection portion532. The abutting section has an annular structure as a whole, one end of the abutting section is fixed to an edge of the connection section in an axial direction of the abutting section, and an other end extends toward one end that is away from the connection section and is attached to the inner wall of the abutting portion. The fixing member550is fixed to the mounting board520by a threaded fastener or other detachable connection manners, so that the support structure530is firmly mounted on the mounting board520. It can be understood that, in the foregoing embodiments, the support structure530is fixed to the mounting board520in a detachable manner, but the present utility model is not limited thereto; and for example, in some other embodiments of the present utility model, the support structure is injection-molded together with the main body, the mounting board, and the protective wall as an insert. It can be understood that, in some cases, the fixing member550may be omitted, and the support structure530is directly fixed to the mounting board by a threaded fastener or other detachable connection manners. In addition, it should be understood that the specific form of the support structure is not limited to the structural forms provided in the foregoing two embodiments, and can further be other forms, provided that the support structure at least partially extends into the lightening cavity and is connected to the inner wall of the lightening cavity, and can increase the rigidity of the main body of the UAV foot stand, thereby increasing the rigidity of the UAV foot stand. Correspondingly, the antenna can also be changed according to the specific structure of the support structure. Finally, it should be noted that the foregoing embodiments are merely used for describing the technical solutions of the present utility model, but are not intended to limit the present utility model. Under the concept of the present utility model, the technical features in the foregoing embodiments or different embodiments may be combined, the steps may be implemented in any sequence, and there may be many other changes in different aspects of the present utility model as described above. For brevity, those are not provided in detail. Although the present utility model is described in detail with reference to the foregoing embodiments, a person of ordinary skill in the art should understand that they may still make modifications to the technical solutions described in the foregoing embodiments or make equivalent replacements to some technical features thereof, without departing from the scope of the technical solutions of the embodiments of the present utility model. | 15,885 |
11858619 | DETAILED DESCRIPTION OF THE FIGURE FIG.1schematically illustrates an embodiment of the rotary wing aircraft100which is equipped with the propulsion apparatus, according to a realization of the invention, the apparatus being globally indicated with the numerical reference10. In general, the propulsion apparatus10for rotary wing aircraft of the invention is associated with a rotary shaft50mechanically connected to said rotary wing40. In general, in this description, a rotary wing aircraft is an aircraft heavier than air that uses the lift generated by particular wing surfaces, called blades, rotating around a shaft. Propulsion apparatus10includes a pole20, mechanically connectable to the rotating mast50of the aircraft, wherein at each end of pole20attached to the rotating mast50of the aircraft a motor30is applied, wherein each of the motors30contributes a rotating torque to rotate the pole20around its own axis of rotation coinciding with the axis of rotation of the rotating mast50for the rotation of the rotating mast50of the aircraft. The motors can be, for example, electrically powered counter-rotating propellers32,32′, also known as e-fans. The power supply of the counterrotating propellers32,32′ can be derived from a battery pack placed on board the aircraft100. In particular, each of the motors30includes a pair of counter-rotating propellers32,32′ arranged in such a way as to generate a rotation torque to rotate the pole20. In the proposed system, i.e. coaxial counter-rotating propellers, the power generated by an electric motor is used to rotate two propellers arranged along the same axis, but which are made to rotate in opposite directions. InFIG.2it is visible a detail of the propulsion system ofFIG.1in which figure, indicatively, the direction of rotation of the propeller32has been indicated with the arrow W1and the (opposite) direction of rotation of the propeller32′ has been indicated with the arrow W2all of which in order to generate a rotation movement of the pole20in the direction of the arrow F1. An advantage of this embodiment is that the configuration of the counter-rotating propellers (e-fan) claimed allows first of all to reduce the length of the rotating pole20, thus bringing the counter-rotating propellers closer to the axis of the rotating mast50and thus reducing the centrifugal acceleration to which the motors are subjected. In particular, according to one realization of the invention, the pole is less than half the length of the rotating wing40. Note that the centrifugal acceleration to which the electric propeller (e-fan) 30 motor units are subjected during the rotation of the pole20is equal to: ac=reFanΩ2 wherein reFanis the distance of the motors30(or of their centre of gravity) from the rotation axis of pole20and Ω is the rotation speed of pole20. By bringing the electric counter-rotating propellers (e-fan) closer to the rotation axis of pole20and thus reducing the length of pole20, the centrifugal forces acting on the motors and their components are proportionally reduced. A second, important, advantage of the invention is given by the fact that since the counterrotating electric propellers (e-fan)32,32′ belong to each of the pairs of counterrotating electric propellers (e-fan) the total gyroscopic moment acting on the “power mast” is reduced to zero. In particular, the total gyroscopic moment is given by Mgyro=IpropΩeFanΩ where Ipropis the moment of inertia of the propeller, and ΩeFanis the angular speed of the motor units30. Using counter-rotating propellers reduces the total gyroscopic momentum to zero. Preferably the number of blades per propeller is 4, but a different number of blades can also be used. According to one embodiment of the invention, the counter-rotating propellers32,32′ are not enclosed in motor gondolas. An advantage of this embodiment is that, by avoiding motor gondolas, possible problems of structural integrity of the gondolas themselves when operating under high centrifugal forces are avoided. In addition, the presence of the engine gondolas would contribute to the rotor's resistance and to the aircraft's forward resistance. According to an embodiment of the invention, electrical connection cables and power supply through the inside of pole20can also be provided. In another variation of the invention, the pole20is mechanically connected directly to the rotating mast50of the aircraft via a rigid coupling25. Alternatively, the pole20is mechanically connected to the rotating mast50of the aircraft by a rigid or semi-rigid or articulated coupling. In general, the rotation of pole20takes place in a different plane from the rotation of the rotating wing40. In particular, the point of attachment of the pole to the aircraft's rotating mast50may be placed above or below the aircraft steering system, e.g. above (as in the example inFIG.1) or below the aircraft's collective plate and swashplate60system. It is to be noted that the collective plate and swashplate60system of the aircraft is of a known type and is controlled by the pilot in a manner known in the art. The shape of the pole20can be any shape with the caveat that the pole20should not create significant lift during its rotation. Alternatively, pole20can also be made with a shape that can create lift when rotated. Preferably, pole20is made of carbon fiber. The propulsion system as illustrated inFIG.1differs substantially from those illustrated in the introduction and known in the art. In fact, the propulsion system10is not applied to the ends of the blades of the vehicle and that constitute the flight system as in the cases in the introduction. In fact, the propulsive system object of the present invention consists of a pole20(also called power mast) of adequate size applied rigidly to the shaft or mast of the helicopter or other flying means having vertical take-off and is completely independent from the blades of the same. The pole no longer has the rotor (pinion gear system) but turns freely on a suitable support (thrust bearing or other) moved by the propeller(s) at the ends. According to an embodiment of the invention, profiles are applied along the pole20that allow, during the rotation of the pole20, to generate a counternoise that reduces the total noise produced by the aircraft100in flight. As an alternative or in addition to this counter-noise solution it is possible to provide a loudspeaker that generates a counter-noise as a function of the revolutions of the counter-rotating propellers, or pole20or other factors. In the operation of the propulsion system10, motors30generate a rotation torque for the rotating pole20and, by means of the connection to the rotating mast50, generate a corresponding rotation of the rotating wing40. The propulsive apparatus can also be used as a torque multiplier system as it can be powered with a lower energy to be used, even in non aeronautical applications, i.e. for all those applications that can benefit from the leverage effect generated by the pole20(example: battery recharging, energy production from electric or endothermic rotary motion to the electric one, etc . . . ). In essence, the invention also involves the use of a propulsion apparatus10associated with a rotating mast50where the propulsion apparatus10includes a pole20mechanically connectable to the rotating mast50, where at least one end of pole20is fitted with a motor30configured to rotate the pole20around the axis of the rotating mast50, characterized by the fact that at each end of pole20there is a motor unit30, where each motor unit30includes a pair of electric counter-rotating propellers (e-fan)32,32′ so as to generate a rotation torque to put pole20into rotation and consequently put the rotating mast50into rotation to generate or transmit energy to a user. Obviously, the invention as described may be modified or improved for contingent or particular reasons, without departing from the scope of the invention as claimed below. | 8,018 |
11858620 | DETAILED DESCRIPTION A tilt rotor system10generally comprises a rotor pylon1on which is mounted a hub2around which two or more rotor blades3are mounted. The blades3are fixed to the hub2which rotates relative to the pylon1during flight to provide a propulsive force or, in the helicopter mode, a lifting force, to move the aircraft. The rotor system is pivotably mounted to a part e.g. a wing (part of which is shown by4) of the aircraft. The rotor system is moved between the horizontal (FIG.1A) and vertical (FIG.1B) positions by means of a drive mechanism5including a series of links driven by a motor (not shown). To secure the rotor system in the horizontal position (FIG.1A) a pre-load stop is provided comprising a spring6on one of the wing4and the rotor system and a mating detent7on the other of the rotor system and the wing. In the vertical position as shown inFIG.1B, a first linear actuator5aof the drive mechanism is extended. To retract the rotor system to the horizontal position, this actuator is driven by the motor to retract (here to telescope into the position shown inFIG.1A) bringing the pylon1into the horizontal position. As the pylon approaches the end position, the detent7will engage the end of the spring6. Further retraction will cause the spring7to compress to its final secure horizontal position. The motor power required to drive the actuator5aneeds to be sufficiently high to act against the increasing airloads acting against the rotor system as well as the spring force. The springs6are usually very stiff. As the motor size is usually designed to be as small as possible whilst still providing the required power, the motor will run at high speeds. This will result in very high inertia and kinetic energy. Conventional systems use fixed displacement motors and so provide a constant torque, while the speed is varied. As the pylon comes to the near horizontal position, the loads acting on the pylon are considerably increased. As the pylon comes into contact with the end stop, forces can increase by around 600%. Although force control loops are used to control the load, such control loops suffer from high gain and high hysteresis of the actuation loads of the system. It has been found to be very difficult to control, in particular, the pre-load part of the tilt motion. FIG.3shows how the load (airload and actuation (drag) load) varies for a conventional system as the pylon tilts from vertical to horizontal. A relatively high load needs to be overcome initially to release the pylon from the vertical position (known as ‘breakout drag’). At the start of the actual pivot motion, the loads are relatively low but increase, initially gradually and then more steeply, as the pylon approaches horizontal (running drag). At almost horizontal, the actuation load increases dramatically due to the end stop which can cause the motor to stall as it is operating too quickly for that load. Also, as hinted at above, because the motor has to be designed to control both airloads and internal forces and drags and also to allow each system to provide back up in the event of failure of the motor of the other system, the motor is twice as big as it needs to be for most of the operation, which is not efficient. The system of the present disclosure uses, instead of the conventional fixed displacement hydraulic motors, variable displacement motors which allow for both variable speed and variable torque. The motor swash operates in a speed control loop operating as an automatic load sensor and using the sensed load information to control the operation of the hydraulic actuator5a. This allows the tilt movement to be performed in a more controlled manner. The speed control loop automatically ensures that the motor provides the required capacity and, thus, torque for any part of the tilt operation so as to balance the loads in the system. The control is provided by means of an intelligent algorithm that monitors the pylon's rotational position between vertical and horizontal and also monitors the drive motor's swash stroke as the system reaches the horizontal position and where less power is needed, the swash increase will be reduced. The operation therefore automatically compensates for airload and any prevalent actuation drag. The latter can vary considerably due to temperature. The resulting loads over the range of pivotal motion are shown inFIG.4where it can be seen, in particular, that the drastic rise in actuation load at the end stop is avoided, thus avoiding stalling of the motor. The motors do not, therefore, need to be designed large enough to provide back-up for each other in the event of stalling. The algorithm uses the knowledge that the swash of the motor during operation matches the motor shaft torque resulting from the airload and actuation drag. As the system approaches the end stop, the control loop will monitor the change in swash as the speed is reducing due to the added load, and limits the swash change to be within a given range e.g. 10% of the operating load. The operation of the system of this disclosure will be described in more detail with reference toFIG.2. The rotor system10is driven by a variable displacement hydraulic motor (VDHM)20. This is part of a known power distribution unit PDU30which will not be described further as this will be well known to a person skilled in the art. Preferably, the VDHM is sized so that a single PDU can drive both pylons of the aircraft. The motor will then be twice the size needed for a single pylon. A control signal is sent from a control system (not shown) from the cockpit or from the flight control system of the aircraft (not shown) to provide a position demand40for the rotor system10. This is forwarded to the VDHM20which, in turn, actuates pivoting of the rotor system10to the desired position by driving actuator5,5a. Sensors detect motor speed50, the tilt position60of the rotor system and the motor swash angle70. Conventionally, the system position60and motor speed50would be used by speed control logic80to control the speed of the tilt motion. In short, the position demand will be provided to the drive mechanism. Motor swash increases thereby increasing motor output torque which will accelerate the system. The system will pivot until the desired position is achieved. The speed will be limited or controlled by the speed control logic. The system, in conventional systems, will be travelling at the pre-set speed until the position sensor60indicates that the system has reached a predetermined distance from the end stop, at which time the speed may be reduced to avoid stalling. The kinetic energy of the system will be absorbed by the end stop through strain energy. Even though the speed control results in a reduced kinetic energy, the end stop is very stiff and this provides a high load to the system. Using the algorithm200of the present disclosure the motor swash angle is determined and used to limit the change in swash to a predetermined amount (e.g. 10%). The speed control loop provides a control signal to the VDHM based on the position demand but adjusted for motor speed, the system position, the motor swash angle and the limit to change in swash angle in comparators90,100. Because the algorithm monitors the swash and limits changes in swash which, in turn, limits the increase in system loading, the increase at the end stop will be considerably less than in conventional systems. The control system of the present disclosure, therefore, provides an improved control of movement of the rotor system taking the loads into account automatically as they occur. The control system provides continuous gauging of the system loads and drags. The VDHM, by controlling motor swash and, thus, torque gain, can also be used to provide controlled torque during Built-In-Testing of the system and in prognostics such as backlash measurements, measurements of the torsional stiffness of the system. The VDHM can be used to apply precise torque into the system in a static situation such as pre-loading as described here. While the present disclosure has been described with reference to an exemplary embodiment or embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this present disclosure, but that the present disclosure will include all embodiments falling within the scope of the claims. | 8,876 |
11858621 | DETAILED DESCRIPTION Before any embodiments are explained in detail, it is to be understood that the embodiments described herein are provided as examples and the details of construction and the arrangement of the components described herein or illustrated in the accompanying drawings should not be considered limiting. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limited. Terms of degree, such as “substantially,” “about,” “approximately,” etc. are understood by those of ordinary skill to refer to reasonable ranges outside of the given value, for example, general tolerances associated with manufacturing, assembly, and use of the described embodiments. The use of “including,” “comprising” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms “mounted,” “connected” and “coupled” are used broadly and encompass both direct and indirect mounting, connecting and coupling. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings, and may include electrical connections or couplings, whether direct or indirect. Also, electronic communications and notifications may be performed using any known means including direct connections, wireless connections, and the like. It should be noted that a plurality of hardware and software based devices, as well as a plurality of different structural components may be utilized to implement the embodiments described herein or portions thereof. In addition, it should be understood that embodiments described herein may include hardware, software, and electronic components or modules that, for purposes of discussion, may be illustrated and described as if the majority of the components were implemented solely in hardware. However, one of ordinary skill in the art, and based on a reading of this detailed description, would recognize that, in at least one embodiment, the electronic based aspects described herein may be implemented in software (stored on non-transitory computer-readable medium) executable by one or more processors. As such, it should be noted that a plurality of hardware and software based devices, as well as a plurality of different structural components may be used to implement the embodiments described herein. For example, “controller,” “control unit,” and “control assembly” described in the specification may include one or more processors, one or more memory modules including non-transitory computer-readable medium, one or more input/output interfaces, and various connections (for example, a system bus) connecting the components. FIG.1illustrates an embodiment of a rotary blade aircraft (e.g., a helicopter10). The helicopter10includes an airframe15supporting a main rotor assembly20and a tail rotor assembly25. The main rotor assembly20and the tail rotor assembly25are driven by a power source, for example, one or more engines30. Operation of the main rotor assembly20, the tail rotor assembly25, and the engines30are controlled by flight controls35located within a cockpit40of the helicopter10. Additionally, the helicopter10includes landing gear assemblies extending below the airframe15to support the helicopter10on a surface when not in flight. While shown in the context of a helicopter10with a single main rotor assembly20and tail rotor assembly25, aspects of the disclosure can be used in other aircraft, including coaxial rotorcraft having propulsors, as well as fixed wing aircraft. With reference toFIGS.1and2, the main rotor assembly20includes a main rotor shaft50that is driven by at least one of the engines30about a main rotor axis55. In turn, the main rotor shaft50drives rotor blades60about the main rotor axis55. Each of the rotor blades has a longitudinal axis65extending radially from the main rotor axis55. In the illustrated embodiment, the main rotor assembly20includes four rotor blades60; however, in other embodiments, the main rotor assembly20can include two or three rotor blades60or more than four rotor blades60. In addition, each of the rotor blades60is pivotable about their longitudinal axis65by a swashplate assembly70. The swashplate assembly70includes a control ring subassembly75positioned around the main rotor shaft50. The illustrated control ring subassembly75includes an outer member76and an inner member78that are coupled to a uniball joint82that is slidable along a fixed sleeve84positioned around a portion of the main rotor shaft50. In particular, the outer member76does not rotate about the main rotor shaft50but can translate along the main rotor shaft50(e.g., along the fixed sleeve84) and/or change angles relative to the main rotor shaft50(e.g., via the uniball joint82). The inner member78is rotatable about the main rotor shaft50relative to the outer member76and moves with the outer member76as the outer member76translates along the main rotor shaft50and/or changes angles relative to the main rotor shaft50. Linkages80are coupled between the inner member78and the rotor blades60. In the illustrated embodiment, the outer member76is coupled to harmonic control actuators85, and the harmonic control actuators85are coupled to hydraulic control servos90. In other words, the harmonic control actuators85are in series between the hydraulic control servos90and the swashplate assembly70. In the illustrated embodiment, each hydraulic control servo90is associated with one harmonic control actuator85. Accordingly, the harmonic control actuators85and the hydraulic control servos90do not rotate with the inner member78of the control ring subassembly75and the rotor blades60about the main rotor axis during operation of the helicopter10. In other embodiments, the hydraulic control servos90can be coupled between the control ring subassembly75and the harmonic control actuators85. Each illustrated harmonic control actuator85includes similar components and functions in a similar way. As such, one harmonic control actuator85is discussed below but is applicable to the other harmonic control actuators85. With reference toFIGS.2and3, the illustrated harmonic control actuator85includes a housing95coupled to a moveable piston100of the corresponding hydraulic control servo90by a mount105. With reference toFIGS.3and4, a first electric motor110is coupled to the housing95and is operable to drive a ring gear115about a rotational axis125via a first dual stage geartrain120. The illustrated first geartrain120includes a first stage having a first shaft130that is coupled to the first electric motor110, a first spur gear135coupled to the first shaft130, and a first flywheel140also coupled to the first shaft130. The first spur gear135is positioned between the first electric motor110and the first flywheel140in a direction along the first shaft130. The first spur gear135engages a second stage of the first geartrain120that includes a second spur gear145, which includes a larger diameter than the first spur gear135, and a third spur gear150driven by the second spur gear145via a second shaft155. The third spur gear150includes a smaller diameter than the first spur gear135and engages an outer surface of the ring gear115to drive the ring gear115about the rotational axis125. The ring gear115is rotatably supported within the housing95by a ring gear bearing160(FIGS.4and5) that engages an inner surface of the ring gear115. The illustrated first geartrain120is a gear reduction system to increase torque produced from the first electric motor110to drive the ring gear115. With continued reference toFIGS.3and4, a second electric motor165is also coupled to the housing95and is operable to drive a planetary gear170via a second dual stage geartrain175. The illustrated planetary gear170engages the ring gear115. The illustrated second geartrain175includes first stage having a third shaft180coupled to the second electric motor165, a fourth spur gear185coupled to the third shaft180, and a second flywheel190also coupled to the third shaft180. The fourth spur gear185is positioned between the second electric motor165and the second flywheel190in a direction along the third shaft180. The fourth spur gear185engages a second stage of the second geartrain175that includes a fifth spur gear195, which includes a larger diameter than the fourth spur gear185, and a sixth spur gear200driven by the fifth spur gear195via a fourth shaft205. The sixth spur gear200includes a smaller diameter than the fourth spur gear185and engages a drive gear210, which includes a diameter greater than the fifth spur gear195. The drive gear210is driven about the rotational axis125and includes a keyed slot215that engages a keyed protrusion220of a crankshaft225. As shown inFIG.5, the crankshaft225has a central longitudinal axis230and the illustrated keyed protrusion220is positioned eccentrically relative to the central longitudinal axis230. With reference toFIGS.4and5, the crankshaft225is received through a first eccentric spacer235, which is coupled to an end of the crankshaft225adjacent the keyed protrusion220, and a second eccentric spacer240, which is coupled adjacent the other end of the crankshaft225. The first and second eccentric spacers235,240are rotatably supported about the rotational axis125relative to the housing95by first and second roller bearings245,250. As such, the drive gear210drives the crankshaft225to revolve around the rotational axis125for the planetary gear170to maintain engagement with the ring gear115. The crankshaft225is supported during this eccentric movement relative to the housing95by the first and second eccentric spacers235,240and the first and second roller bearings245,250. The illustrated second geartrain175is a gear reduction system to increase torque produced from the second electric motor165to drive the planetary gear170. As shown inFIGS.4and5, the illustrated planetary gear170includes an eccentric sleeve255having a bore260that receives the crankshaft225. A central axis of the bore260is colinear with the central longitudinal axis230of the crankshaft225. As such, the planetary gear170is rotatable about the central longitudinal axis230of the crankshaft225. In addition, as the sleeve255is eccentric relative to the planetary gear170, the eccentric sleeve255has an apex axis265on an outer surface of the eccentric sleeve255that defines the furthest axis of the outer surface of the eccentric sleeve255relative to the central longitudinal axis230. The apex axis265is parallel to the central longitudinal axis230. In addition, a crankshaft bushing270is positioned between the crankshaft225and the eccentric sleeve255to support movement of the planetary gear170about the central longitudinal axis230. The illustrated eccentric sleeve255is coupled to a bearing support275by third and fourth roller bearings280,285. In turn, the bearing support275is coupled to the housing95by a pin290(FIG.4) received within an elongated aperture of a flange295(FIG.4) that extends radially from the bearing support275. The pin290of the bearing support275inhibits the bearing support275from rotating about the rotational axis125and the central longitudinal axis230but allows the bearing support275to move relative to the housing95. For example, the bearing support275can pivot about the pin290relative to the housing95and can translate relative to the pin290(e.g., for the pin290to move within the elongated aperture of the flange295). The illustrated bearing support275is also coupled to an output member300by a joint305. As the bearing support275is inhibited from large angular motion relative to the axes125,230by the pin290, the output member300is also inhibited from large angular motion relative to the axes125,230by the bearing support275. The output member300is driven in a circular motion about the rotational axis125with variable radial displacement (e.g., as the output member300is driven in the circular motion about the rotational axis125, the output member300moves along an output axis310(FIG.5)). In other words, the output member300moves along an output path relative to the housing95. The output axis310is perpendicular to the rotational axis125and the central longitudinal axis230. With continued reference toFIGS.4and5, the illustrated joint305includes a concave member315coupled to the bearing support275that interfaces with a convex member320that is coupled to the output member300. The joint305is operable to allow the output member300to tilt along an arc generally transverse to the axes125,230and to allow for small angular motion resulting from the circular output of the bearing support275. As shown inFIG.2, the output member300is fixed to the outer member76of the control ring subassembly75. In the illustrated embodiment, the first and second electric motors110,165can also function as generators when dynamically braking the ring gear115and/or the planetary gear170. For example, when an angular velocity of the ring gear115is desired to be reduced, the first electric motor110acts as a generator to slow the angular velocity of the ring gear115. The captured power from slowing the ring gear115can be stored (e.g., within a battery or capacitor) to then be used to operate the first and/or second electric motors110,165(e.g., to increase angular velocities of the first and second electric motors110,165during operation or during startup of the harmonic control actuator85). Likewise, when an angular velocity of the planetary gear170is desired to be reduced, the second electric motor165acts as a generator to slow the angular velocity of the planetary gear170. The captured power from slowing the planetary gear170can be stored (e.g., within a battery or capacitor) to then be used to operate the first and/or second electric motors110,165(e.g., to increase angular velocities of the first and second electric motors110,165during operation or during startup of the harmonic control actuator85). In other embodiments, the captured power from the first and/or second electric motor110,165can be used to power different electrical components of the helicopter10. The illustrated harmonic control actuator85also includes mechanical brakes325coupled to the first and second electric motors110,165(FIG.3). The brakes325are operable to stop rotation of the first and second electric motors110,165, which ultimately fixes the output member300relative to the housing95. For example, if power is lost to the first and second electric motors110,165, the brakes325are operable to lock up the harmonic control actuator Accordingly, the hydraulic servo90can provide direct control to the swashplate assembly if the harmonic control actuator85loses power. FIGS.6A-6Cillustrate a first mode of operation of the harmonic control actuator85. In the first mode of operation, the ring gear115and the planetary gear170are driven together about/around the rotational axis125in a rotational direction330at the same angular velocity. In particular, the first electric motor110drives the ring gear115by the first geartrain120about the rotational axis125in the rotational direction330at a desired angular velocity, and the second electric motor165drives the planetary gear170by the crankshaft225around the rotational axis125in the rotational direction330at the desired angular velocity. In other words, there is no relative movement of the ring gear115and the planetary gear170when in the first mode of operation such that a portion335of the ring gear115is always in engagement with a portion340of the planetary gear170(FIGS.6A-6C) while the ring gear115and the planetary gear170are driven about/around the rotational axis125. Accordingly, the crankshaft225rotates relative to the planetary gear170while the ring gear115and the planetary gear170move together in the rotational direction330. As shown inFIGS.6A-6C, the apex axis265of the eccentric sleeve255is projected onto the planetary gear170to be spaced from the rotational axis125by an arc distance345. The arc distance345represents the displacement/magnitude of the output member300relative to the rotational axis125along the output axis310while the planetary gear170is driven around the rotational axis125. In the first mode of operation, the arc distance345is at its largest and remains constant as the ring gear115and the planetary gear170rotate together in the rotational direction330. Accordingly, the eccentric sleeve255imparts its largest displacement relative to the rotational axis125to the output member300to move the output member300along the output axis310. In particular,FIGS.6A-6Cillustrates a sequence of moving the output member300via the eccentric sleeve255along the output axis310between a maximum positive displacement/magnitude (FIG.6A) to a minimum negative displacement/magnitude (FIG.6C) relative to the rotational axis125during the first mode of operation (e.g., the output member300moves at a constant frequency and constant amplitude/magnitude). FIG.7illustrates movement of the output member300relative to the rotational axis125along the output axis310verse time when in the first mode of operation. A first point350ofFIG.7corresponds to the displacement of the output member300relative to the rotational axis125when the ring gear115and the planetary gear170are in the position shown inFIG.6A, a second point355ofFIG.7corresponds to the displacement of the output member300relative to the rotational axis125when the ring gear115and the planetary gear170are in the position shown inFIG.6B, and a third point360ofFIG.7corresponds to the displacement of the output member300relative to the rotational axis125when the ring gear115and the planetary gear170are in the position shown inFIG.6C. As shown inFIG.7, the output member300moves in a sinusoidal manner between the positive maximum displacement and the negative minimum displacement when in the first mode of operation. As shown inFIG.7, the harmonic is an n×p signal, where n is the number of blades and p is the rotation speed of the rotor. For example, if the helicopter10includes four blades60and the rotational speed of the rotor50is five hertz, the helicopter10will create about 20 hertz in some situations. However, it is understood that aspects of the invention would allow for other order harmonics, and generate multiples of n×p. For instance, for a four bladed aircraft, aspects allow for the reduction of 4p and 8p. For a 5 bladed aircraft, the device could suppress the 5p and 10p harmonics. This is accomplished through oscillating the speed of the first and/or second electric motors110,165. FIGS.8A and8Billustrate a second mode of operation of the harmonic control actuator85. In the second mode of operation, the ring gear115and the planetary gear170are driven about/around the rotational axis125in the rotational direction330at different angular velocities to change the amplitude of displacement of the output member300relative to the rotational axis125along the output axis310. In other words, the second mode of operation includes the ability to vary the output magnitude of the output member300along the output axis310.FIG.8Aillustrates the ring gear115rotating about the rotational axis125at a first desired angular velocity and the planetary gear170rotating around the rotational axis125at a second desired angular velocity different than the first angular velocity. Specifically, the first electric motor110drives the ring gear115by the first geartrain120about the rotational axis125in the rotational direction330at the first desired angular velocity, and the second electric motor165drives the planetary gear170by the crankshaft225around the rotational axis125in the rotational direction330at the second desired angular velocity. In the illustrated embodiment, the angular velocity of the ring gear115about the rotational axis125is greater than the angular velocity of the planetary gear170around the rotational axis125. The differential between the angular velocities of the ring gear115and the planetary gear170decreases the arc distance345between the rotational axis125and the projected apex axis265. Accordingly, the magnitude of the positive/negative displacement of the output member300along the output axis310relative to the rotational axis125decreases relative to the first mode of operation, which can lead to the condition shown inFIG.8Bdescribed in detail below.FIG.9illustrates the displacement of the output member300in the second mode of operation when the first desired angular velocity of the ring gear115and the second desired angular velocity of the planetary gear170are held constant for a period of time. FIG.8Billustrates the ring gear115rotating about the rotational axis125at the first desired angular velocity and the planetary gear170rotating around the rotational axis125at a third desired angular velocity different than the first and second angular velocities. In the illustrated embodiment, the third desired angular velocity of the planetary gear170is less than the second desired angular velocity of the planetary gear170(FIG.8A). Specifically, the first electric motor110drives the ring gear115by the first geartrain120about the rotational axis125in the rotational direction330at the first desired angular velocity, and the second electric motor165drives the planetary gear170by the crankshaft225around the rotational axis125in the rotational direction330at the third desired angular velocity. The differential between the angular velocities of the ring gear115and the planetary gear170further decreases the arc distance345between the rotational axis125and the projected apex axis265. Accordingly, the magnitude of the positive/negative displacement of the output member300along the output axis310relative to the rotational axis125further decreases. Specifically, the differential between the first desired angular velocity of the ring gear115and the third desired angular velocity of the planetary gear170are such that the planetary gear170does not move relative to the rotational axis125, thus imparting no movement to the output member300relative to the rotational axis125along the output axis310.FIG.10illustrates the displacement of the output member300in the second mode of operation when the desired first angular velocity of the ring gear115and the desired third angular velocity of the planetary gear170are held constant for a period of time. In some embodiments,FIGS.8A and10illustrate a transient condition of the harmonic control actuator85. While described in terms of a planetary gear, it is understood that aspects of the invention can be used with other types of gear trains which achieve a speed reduction. Accordingly, the harmonic control actuator85is operable to reciprocate the output member300along the output axis310relative to the rotational axis125between desired positive/negative displacements. The output member300can reciprocate to any magnitude between the maximum/minimum displacement shown inFIG.7and no displacement as shown inFIG.10. In addition, the illustrated harmonic control actuator85can move between the first mode of operation and the second mode of operation, as well as independently or dependently control the angular velocities of the ring gear115and the planetary gear170in the rotational direction330, to produce a desired frequency and magnitude of displacement of the output member300. In helicopter operation, this condition of virtually zero motion shown inFIG.10would be desirable in a hovering condition where, typically, very low or zero vibration can occur thus not requiring a higher harmonic control. Maximum HHC amplitude may be needed in higher speed or maneuvering conditions where ambient vibration can be high. With reference back toFIGS.1and2, the harmonic control actuators85and the hydraulic control servos90are in communication with a flight control processor365. The flight control processor365is also in communication with the flight controls35(e.g., cyclic control, collective control, etc.) located within the cockpit40of the helicopter10. The illustrated helicopter10also includes at least one sensor370coupled to the airframe15that measures vibrations of the helicopter10during flight. In addition, the harmonic control actuators85can include sensors in communication with the flight control processor365that monitor operating conditions of at least some components of the harmonic control actuators85. For example, the sensors can measure the actual angular velocities of the first and second electric motors110,165to ensure the first and second electric motors110,165are operating at their desired angular velocity, can measure the actual vertical displacement of the output member300along the output axis310to ensure the output member300is oscillating at the desired magnitude and/or frequency and phase. During flight of the helicopter10, the flight controls35control the swashplate assembly70in a conventional manner. For example, the flight controls35control the hydraulic control servos90by the flight control processor365to move a desired rotor blade(s)60about its longitudinal axis65to provide directional control to the helicopter10. In particular, when the swashplate assembly70is collectively raised or lowered along the main rotor axis55to provide lift or drop to the helicopter10, the movable pistons100of the hydraulic control servos90collectively move the swashplate assembly70along the main rotor axis55. The hydraulic control servos90collectively move the swashplate assembly70by the harmonic control actuators85regardless of an operation mode of the harmonic control actuators85(e.g., the first mode of operation, the second mode of operation, or if the harmonic control actuators85are inoperable). To tilt the helicopter10in a desired direction, the flight control processor365controls at least one of the movable pistons100of the hydraulic control servos90to tilt the swashplate assembly70in a desired manner. During such movement, the output members300of the harmonic control actuators85are allowed to pivot and/or tilt relative to their respective housing95to accommodate the desired tilt of the swashplate assembly70. Also during flight, the helicopter10is subjected to vibrations when the helicopter10is moving forward, etc. (e.g., non-hovering flight). The illustrated harmonic control actuators85are operable to reduce these vibrations during flight thereby providing the pilot with greater control and maneuverability of the helicopter10and greater comfort during flight. In particular, the flight control processor365receives signals from the sensor370corresponding to the vibration frequencies of the airframe15. The flight control processor365then controls the harmonic control actuators85to reduce the vibration frequencies of the airframe15based on the signals from the sensor370. In general, the harmonic control actuators85oscillate the swashplate assembly70relative to the main rotor shaft50independently of the hydraulic control servos90in a desired manner to oscillate at least one rotor blade60about its longitudinal axis65to reduce the vibration at chose frequencies of the helicopter10. For example, if the vibration amplitudes of the helicopter10are relatively large, the harmonic control actuators85can operate in the first mode of operation (FIG.7) such that the harmonic control actuators85oscillate the swashplate assembly70to oscillate each rotor blade60about its longitudinal axis65between the maximum/minimum magnitudes as shown inFIG.7. Oscillation of the rotor blades60about their longitudinal axes65reduces the vibration frequencies of the helicopter10. If, however, the vibration amplitudes of the helicopter10are relatively small, the harmonic control actuators85can move into the second mode of operation to decrease the magnitude of oscillation of the rotor blades60about their longitudinal axis65to the appropriate amount (e.g.,FIG.9) to reduce the smaller vibration amplitudes of the helicopter10. Alternatively, if the vibration amplitudes are relatively minor or nonexistent, the harmonic control actuators85can provide no oscillation to the swashplate assembly70(FIG.10). FIG.11illustrates an example of when the hydraulic control servos90and the harmonic control actuators85operate simultaneously. In this example, at least one of the hydraulic control servos90is controlled by the flight controls35via the flight control processor365in a constant sinusoidal manner such that the moveable piston100of the hydraulic control servo90extends to a maximum positive displacement and retracts to a minimum negative displacement relative to the airframe15as shown in broken lines withinFIG.11. This movement of the moveable piston100would, for example, create lift and then drop of the helicopter10(or vice versa) via the swashplate assembly70during flight. At the same instance in time, the flight control processor365can control at least one harmonic control actuator85based on the signals from the sensor370to reduce the vibrations during flight. As such, the output member300of the harmonic control actuator85can move in a sinusoidal manner along the sinusoidal curve of the moveable piston100(FIG.11). Stated another way, the swashplate assembly70is vibrated at a desired frequency and magnitude by the harmonic control actuators85relative to the airframe15based on the signals from the sensor370to reduce vibrations of the helicopter10as the hydraulic control servos90control movement of the helicopter10. As stated above,FIG.11is simply an example of when the hydraulic control servos90and the harmonic control actuators85operate simultaneously. In other embodiments, the harmonic control actuators85can operate in any desired manner within the maximum and minimum capabilities (e.g., frequency, magnitude, etc.) of the harmonic control actuators85while the hydraulic control servos90operate in any desired manner within the maximum and minimum capabilities of the hydraulic control servos90. At least some of the advantages of the illustrated harmonic control actuators85include being electrically operable by the first and second electric motors110,165rather than being hydraulically operable like the hydraulic control servos90. The first and second electric motors110,165require less power to operate than a hydraulic system operating the harmonic control actuators85, and the first and second electric motors110,165can function as generators to capture and reuse power. Also, the electrically operable harmonic control actuators85avoid any undesired pressure pulsations that could occur if operable by a hydraulic system. Furthermore, the illustrated harmonic control actuators85provide reduced complexity to operate and control via the flight control processor365than if operable by a hydraulic system. Various features and advantages of the embodiments described herein are set forth in the following claims. | 30,966 |
11858622 | DESCRIPTION OF THE INVENTION [1. Overall Configuration of Aircraft10] An overall configuration of an aircraft10will be described with reference toFIG.1. In the present embodiment, an electric vertical take-off and landing aircraft is assumed as the aircraft10. Electric vertical take-off and landing aircraft are referred to as eVTOL aircraft. The eVTOL aircraft generates lift and thrust by using rotors with electric motors as their drive sources. In this specification, a vertically upward direction is referred to as an upward direction. A vertically downward direction is referred to as a downward direction. Further, a moving direction of the aircraft10when the aircraft10moves (flies) in the horizontal direction is referred to as a forward direction. A direction opposite to the forward direction is referred to as a rearward direction. Further, when viewed from the aircraft10traveling forward, the right direction is defined as a right direction, and the left direction is defined as a left direction. Further, the plan view of the aircraft10refers to a state in which the aircraft10is viewed from above. The front view of the aircraft10refers to a state in which the aircraft10is viewed from the front. The aircraft10includes a fuselage12, a front wing14, a rear wing16, two booms18, eight takeoff and landing rotors20, and two cruise rotors22. A central axis A of the fuselage12extends in the front-rear direction. In plan view, the central axis A overlaps with the center of gravity G of the aircraft10. The fuselage12is long in the front-rear direction. The fuselage12has a fuselage front portion12fand a fuselage rear portion12r. The fuselage front portion12fis located in front of the center of gravity G. The fuselage rear portion12ris located behind the center of gravity G. The fuselage front portion12fbecomes narrower toward the front end. The fuselage rear portion12rbecomes narrower toward the rear end. The fuselage12has a main body. The fuselage12may include the main body, and a fairing that covers a part of the main body. The main body and the fairing are referred to herein as the fuselage12. A front portion of the fuselage12is referred to as the fuselage front portion12f. A rear portion of the fuselage12is referred to as the fuselage rear portion12r. The front wing14is connected to an upper portion of the fuselage front portion12f. The front wing14generates lift when the aircraft10moves forward. The front wing14includes a front wing main body26, and left and right elevators28. The front wing main body26extends to the left and right from the center of the fuselage12. The front wing main body26is also referred to as a horizontal stabilizer. The left and right elevators28are disposed at the tailing edge of the front wing14. The rear wing16is connected to an upper portion of the fuselage rear portion12rvia a pylon32. The rear wing16generates lift when the aircraft10moves forward. The rear wing16includes a rear wing main body34, left and right elevons36, and a pair of vertical tails38. The rear wing main body34extends to the left and right from the center of the fuselage12. Each elevon36is disposed at the tailing edge of the rear wing16. The left vertical tail38is disposed at the left wing tip of the rear wing16. The right vertical tail38is disposed at the right wing tip of the rear wing16. Each vertical tail38includes a tail main body42and a rudder (not shown). The tail main body42is also referred to as a vertical stabilizer. The rudder is disposed at the tailing edge of the vertical tail38. The area of the rear wing16is larger than the area of the front wing14. Further, the width of the rear wing16is longer than the width of the front wing14. With such a configuration, the lift generated by the rear wing16when the aircraft10moves forward is greater than the lift generated by the front wing14. That is, the rear wing16functions as a main wing of the aircraft10. The rear wing16is a swept wing. On the other hand, the front wing14functions as a canard wing of the aircraft10. The lift generated by the rear wing16when the aircraft10moves forward and the lift generated by the front wing14when the aircraft10moves forward may be substantially the same. The ratio between the lift generated by the front wing14and the lift generated by the rear wing16is appropriately determined depending on the position of the center of gravity G, the attitude of the airframe during cruising, and the like. In addition, the size of the front wing14and the size of the rear wing16are determined in order to generate desired lift. In this specification, the size of the wing is a wing area, a length, or the like. The two booms18include a right boom18and a left boom18. The right boom18is disposed on the right side of the fuselage12. The left boom18is disposed on the left side of the fuselage12. The two booms18form a pair. The two booms18are arranged bilaterally symmetrically about a vertical plane including the central axis A. The two booms18are connected to the front wing14and the rear wing16. The two booms18are connected to the fuselage12via the front wing14and the rear wing16. The respective two booms18function as support members that support four takeoff and landing rotors20. The cross-sectional shape of the boom18taken along a plane orthogonal to the front-rear direction is an airfoil shape. The cross section of the boom18will be described in [2] below. The right boom18is a bar member. The right boom18extends from the front toward the rear. The right boom18is curved in an arc shape toward the right side. The right boom18may be a straight bar member. The right boom18is connected to the right wing tip of the front wing14. The right boom18is connected to the right wing of the rear wing16. The right boom18is located on the left side of the right elevon36. The front end of the right boom18is located in front of the front wing14. The rear end of the right boom18is located behind the rear wing16. The left boom18is a bar member. The left boom18extends from the front toward the rear. The left boom18is curved in an arc shape toward the left side. The left boom18may be a straight bar member. The left boom18is connected to the left wing tip of the front wing14. The left boom18is connected to the left wing of the rear wing16. The left boom18is located on the right side of the left elevon36. The front end of the left boom18is located in front of the front wing14. The rear end of the left boom18is located behind the rear wing16. Each of the eight takeoff and landing rotors20includes a mast (not shown), a hub (not shown), and a plurality of blades46. The mast is connected to an output shaft portion of an electric motor (not shown). The hub is connected to the mast. The plurality of blades46are connected to the hub. The mast is arranged in parallel with the vertical direction. The mast is rotatable about a rotation axis20A extending in the vertical direction. The plurality of blades46are located above the booms18, the front wing14, and the rear wing16. The pitch angle of the blades46is variable. With such a structure, the takeoff and landing rotors20rotate about the rotation axis20A and generate lift. One rotor unit for generating lift has one takeoff and landing rotor20, a rotation mechanism (electric motor or the like), and a drive circuit. Note that one rotor unit may include one or more batteries. The eight takeoff and landing rotors20include four takeoff and landing rotors20ato20don the right side, and four takeoff and landing rotors20ato20don the left side. The right-side takeoff and landing rotors20ato20dare disposed on the right side of the fuselage12. The left-side takeoff and landing rotors20ato20dare disposed on the left side of the fuselage12. The right-side takeoff and landing rotors20ato20dare supported by the right boom18. The left-side takeoff and landing rotors20ato20dare supported by the left boom18. The right-side takeoff and landing rotor20aand the left-side takeoff and landing rotor20aform a pair. The position of the right-side takeoff and landing rotor20ain the front-rear direction and the position of the left-side takeoff and landing rotor20ain the front-rear direction are the same. The same applies to the left and right-side takeoff and landing rotors20bto20d. As shown inFIG.1, toward the rear, the pair of takeoff and landing rotors20a, the front wing14, the pair of takeoff and landing rotors20b, the pair of takeoff and landing rotors20c, the rear wing16, and the pair of takeoff and landing rotors20dare disposed in this order. The two cruise rotors22each include a mast (not shown), a hub (not shown), and a plurality of blades (not shown). The mast is connected to the output shaft portion of the electric motor (not shown). The hub is connected to the mast. The plurality of blades are connected to the hub. A cylindrical duct54is provided around the cruise rotor22. The mast is disposed below the rear wing16. The mast is disposed parallel to the front-rear direction. The mast is rotatable about a rotation axis extending in the front-rear direction. With such a structure, the cruise rotors22rotate about the rotation axis extending in the front-rear direction and generate thrust. One rotor unit for generating thrust includes one cruise rotor22, a rotation mechanism (such as the electric motor), and a drive circuit. Note that one rotor unit may include one or more batteries. The two cruise rotors22are disposed on the fuselage rear portion12r. The two cruise rotors22are located on the left side of the right-side takeoff and landing rotors20ato20dand on the right side of the left-side takeoff and landing rotors20ato20d. The two cruise rotors22are positioned between the pair of takeoff and landing rotors20cand the pair of takeoff and landing rotors20d. The rotation axes of the two cruise rotors22are located below the blades46of the eight takeoff and landing rotors20. The positions of the two cruise rotors22in the front-rear direction coincide with each other. The positions of the two cruise rotors22in the vertical direction also coincide with each other. Further, the two cruise rotors22are arranged side by side in the left-right direction. The right-side cruise rotor22is disposed to the right of the vertical plane including the central axis A of the fuselage12. The right-side cruise rotor22is supported by the right wing of the rear wing16. The left-side cruise rotor22is disposed to the left of the vertical plane including the central axis A of the fuselage12. The left-side cruise rotor22is supported by the left wing of the rear wing16. [2. Cross Section of Boom18] [2.1. Relationship Between Boom18and Moving Direction of Blade46] FIG.2is a diagram showing a direction in which the blade46moves, a direction of airflow66, and a direction in which the boom18tapers. The direction in which the blade46moves is referred to as a moving direction of the blade46. In the cross section of the boom18, the shape of a first end portion including a first end60is a curved shape. In the cross section of the boom18, the shape of a second end portion including a second end62is a tapered shape. The cross-sectional shape of the boom18is an airfoil shape and also a teardrop shape. The first end60and the second end62of the cross section refer to intersections of a centerline64and an outline of the cross section. The first end60corresponds to the leading edge of the airfoil shape. The second end62corresponds to the trailing edge of the airfoil shape. The cross section of the boom18is symmetrical about the centerline64. The boom18is disposed such that the direction in which the airfoil shape tapers is downward. The direction in which the boom18tapers corresponds to the direction in which the second end62is arranged relative to the first end60in the cross section of the boom18. In the present embodiment, the tapering direction of the boom18is determined in advance according to the moving direction of the blade46passing directly above the boom18. During rotation of the takeoff and landing rotor20, the blade46moves in the direction indicated by the arrow D in a position above the boom18. The direction indicated by the arrow D is simply referred to as a lateral direction. When the blade46moves in the lateral direction, the airflow66is generated below the blade46. The direction of the airflow66is inclined downward from the passing position of the blade46at an angle θ1with respect to the moving direction of the blade46. The airflow66impinging on the boom18is divided into left and right. When an angle θ2of the centerline64of the boom18with respect to the direction of the airflow66is large to some extent, the pressure difference between the right side of the boom18and the left side of the boom18becomes large. Then, a force directed from the high-pressure side to the low-pressure side is generated, and a lateral force is generated on the boom18. On the other hand, when the angle θ2of the centerline64of the boom18with respect to the direction of the airflow66is small, the pressure difference between the right side of the boom18and the left side of the boom18becomes small. In this case, no lateral force is generated on the boom18. Alternatively, only a very small force is generated on the boom18. As shown inFIG.3, in the present embodiment, the tapering direction of the boom18is appropriately changed so that the pressure difference between the right side of the boom18and the left side of the boom18becomes small. Specifically, in a rotation range70(FIG.4A) of the takeoff and landing rotor20, the tapering direction of the boom18is inclined at an angle θ3with respect to a parallel line68. This means that the centerline64of the boom18is inclined at the angle θ3with respect to the parallel line68. The tapering direction of the boom18is inclined in the moving direction of the blade46. The rotation range70is located directly below the blade46. The parallel line68is parallel to the rotation axis20A of the takeoff and landing rotor20. At a plurality of positions between the front end of the boom18and the rear end of the boom18, the tapering directions of the boom18are different. That is, the boom18is twisted. The tapering direction of the right boom18will be described with reference toFIG.4AandFIG.4B.FIG.4Ais a diagram showing a plurality of positions (position P11to position P16and position P21to position P27) between the front end of the right boom18and the rear end of the right boom18.FIG.4Bis a diagram showing, at each position, the direction in which the blade46moves, the direction of the airflow66, and the direction in which the boom18tapers.FIG.4Bshows a cross section of the blade46in a front view, the direction of the airflow66in a front view, and a cross section of the boom18in a front view. In the example shown inFIG.4A, the rotation direction of the first takeoff and landing rotor20aand the rotation direction of the fourth takeoff and landing rotor20dare R1. In the example shown inFIG.4A, the rotation direction of the second takeoff and landing rotor20band the rotation direction of the third takeoff and landing rotor20care R2. In plan view, the R1is a clockwise direction. In plan view, the R2is a counterclockwise direction. Here, a direction in which the cross section of the boom18at the position P11to the position P16tapers and a direction in which the cross section of the boom18at the position P21to the position P27tapers will be described. The positions P11to P16and the positions P21to P27are arranged in the front-rear direction. The positions P11to P16and the positions P21to P27are defined as follows. The position P11is located behind the rotation axis20A of the takeoff and landing rotor20a, in a rotation range70aof the takeoff and landing rotor20a. The position P12is located in front of the rotation axis20A of the takeoff and landing rotor20b, in a rotation range70bof the takeoff and landing rotor20b. The position P13is located behind the rotation axis20A of the takeoff and landing rotor20b, in the rotation range70bof the takeoff and landing rotor20b. The position P14is located in front of the rotation axis20A of the takeoff and landing rotor20c, in a rotation range70cof the takeoff and landing rotor20c. The position P15is located behind the rotation axis20A of the takeoff and landing rotor20c, in the rotation range70cof the takeoff and landing rotor20c. The position P16is located in front of the rotation axis20A of the takeoff and landing rotor20d, in a rotation range70dof the takeoff and landing rotor20d. The position P21is a position of the rotation axis20A of the takeoff and landing rotor20a. The position P22is located between the rotation range70aof the takeoff and landing rotor20aand the rotation range70bof the takeoff and landing rotor20b. The position P23is a position of the rotation axis20A of the takeoff and landing rotor20b. The position P24is located between the rotation range70bof the takeoff and landing rotor20band the rotation range70cof the takeoff and landing rotor20c. The position P25is a position of the rotation axis20A of the takeoff and landing rotor20c. The position P26is located between the rotation range70cof the takeoff and landing rotor20cand the rotation range70dof the takeoff and landing rotor20d. The position P27is a position of the rotation axis20A of the takeoff and landing rotor20d. At the positions P11, P12, and P14, the blade46moves above the boom18from right to left (in a direction approaching the fuselage12). In this case, the direction of the airflow66generated below the blade46is the lower left direction. At the positions P11, P12, and P14, the tapering direction of the boom18is inclined to the left. As a result, the inclination angle of the tapering direction of the boom18with respect to the direction of the airflow66decreases. In other words, the centerline64of the boom18is inclined to the left. As a result, the angle θ2of the centerline64with respect to the direction of the airflow66decreases. “Inclined to the left” means that the second end62is positioned to the left of the first end60. At the positions P13, P15, and P16, the blade46moves above the boom18from left to right (in a direction away from the fuselage12). In this case, the direction of the airflow66generated below the blade46is the lower right direction. At the positions P13, P15, and P16, the tapering direction of the boom18is inclined to the right. As a result, the inclination angle of the tapering direction of the boom18with respect to the direction of the airflow66decreases. In other words, the centerline64of the boom18is inclined to the right. As a result, the angle θ2of the centerline64with respect to the direction of the airflow66decreases. “Inclined to the right” means that the second end62is positioned to the right of the first end60. At the positions P21and P27, there is no blade46passing above the boom18. Therefore, at the positions P21and P27, the boom18is not exposed to the strong airflow66. Accordingly, at the positions P21and P27, no large force in the lateral direction caused by the airflow66is generated on the boom18. At the positions P22and P26, there is no blade46passing above the boom18. At the positions P22and P26, the tapering direction of the boom18is oriented in the same direction as the tapering direction of the boom18at positions adjacent to each of the positions P22and P26. That is, at the positions P22and P26, the centerline64of the boom18is inclined in the same direction as the centerline64of the boom18at the adjacent positions. At the position P23, there is no blade46passing above the boom18. Therefore, the boom18is not exposed to the strong airflow66at the position P23. Therefore, at the position P23, no large force in the lateral direction caused by the airflow66is generated on the boom18. However, at the position P12adjacent to the position P23, the tapering direction of the boom18is inclined to the left. Further, at the position P13adjacent to the position P23, the tapering direction of the boom18is inclined to the right. That is, at the position P23, the inclination direction of the tapering direction is gradually changed from left to right as approaching from the position P12to the position P13. For example, at the middle position between the positions P12and P13, the tapering direction of the boom18is downward. That is, at the middle position between the positions P12and P13, the centerline64of the boom18is parallel or slightly inclined with respect to the parallel line68. At the positions P24and P25, there is no blade46passing above the boom18. Similar to the position P23, at the positions P24and P25, the tapering direction of the boom18gradually changes from right to left or from left to right as approaching from the front position to the rear position. FIG.5Ais a diagram showing a plurality of positions (position P11to position P16and position P21to position P27) between the front end of the left boom18and the rear end of the left boom18.FIG.5Bis a diagram showing, at each position, the direction in which the blade46moves, the direction of the airflow66, and the direction in which the boom18tapers. In the present embodiment, the two takeoff and landing rotors20disposed at positions symmetrical to each other about the center of gravity G rotate in directions opposite to each other. For example, the rotation direction of the left-side takeoff and landing rotor20ais R2. This is opposite to the rotation direction (R1) of the right-side takeoff and landing rotor20d. The rotation direction of the left-side takeoff and landing rotor20bis R1. This is opposite to the rotation direction (R2) of the right-side takeoff and landing rotor20c. The rotation direction of the left-side takeoff and landing rotor20cis R1. This is opposite to the rotation direction (R2) of the right-side takeoff and landing rotor20b. The rotation direction of the left-side takeoff and landing rotor20dis R2. This is opposite to the rotation direction (R1) of the right-side takeoff and landing rotor20a. By rotating the respective takeoff and landing rotors20in this manner, it is possible to cancel the torque generated on the airframe. In the present embodiment, the two takeoff and landing rotors20forming a pair on the left and right also rotate in directions opposite to each other. For this reason, the tapering direction of the boom18on the left side at each position (position P11to position P16, position P21to position P27) and the tapering direction of the boom18on the right side at the same position are opposite to each other. As described above, the tapering direction of the boom18is inclined in the moving direction of the blade46passing directly above the boom18during rotation of the takeoff and landing rotor20. In other words, the centerline64of the boom18is inclined, with respect to the parallel line68, in the moving direction of the blade46passing directly above the boom18during rotation of the takeoff and landing rotor20. With such a structure, it is possible to suppress the force generated on the boom18accompanying the rotation of the takeoff and landing rotor20. [2.2. Relationship Between Boom18and Blade46] FIG.6Ais a diagram showing a velocity V of the airflow66generated directly below each portion of the blade46from the base portion of the blade46to the tip of the blade46.FIG.6Bis a diagram showing the angle θ1of the airflow66generated directly below each portion of the blade46from the base portion of the blade46to the tip of the blade46. InFIGS.6Aand6B, the origin of the horizontal axis is the position of the base portion. InFIGS.6A and6B, T is the position of the tip. As shown inFIG.6B, the angle θ1generally increases from the base portion side toward the tip side. Therefore, the portion of the boom18disposed in each rotation range70is formed such that the angle θ3of the tapering direction with respect to the parallel line68becomes smaller from the base portion toward the tip of the blade46. The angle θ3is preferably about (90−θ1) degrees. As shown inFIG.6A, the velocity V of the airflow66on the tip side of the blade46is higher than the velocity V of the airflow66on the base portion side. Therefore, a greater effect can be obtained by adjusting the angle θ3on the tip side. [3. Technical Idea Obtained from Embodiment] The technical idea that can be grasped from the above embodiment will be described below. According to an aspect of the present invention, provided is an aircraft10comprising: a fuselage12; a takeoff and landing rotor20including a blade46and configured to generate lift when the aircraft moves in a vertical direction; and a support member (boom18) having a bar shape, connected to the fuselage12directly or via another member, and configured to support the takeoff and landing rotor20below the blade46, wherein a cross-sectional shape of the support member is an airfoil shape in which a first end portion including a first end60is curved and which tapers toward a second end62, the support member is disposed in a manner that a tapering direction of the airfoil shape is downward, and the tapering direction of the support member is determined in advance according to a moving direction of the blade46passing directly above the support member during rotation of the takeoff and landing rotor20. According to the above configuration, the tapering direction of the boom18is determined in advance according to the moving direction of the blade46. Therefore, it is possible to suppress the force generated on the boom18accompanying the rotation of the takeoff and landing rotor20. In the aspect of the present invention, the tapering direction of the support member (boom18) may be inclined in the moving direction of the blade46passing directly above the support member during the rotation of the takeoff and landing rotor20. According to the above configuration, since the tapering direction of the boom18is inclined in the moving direction of the blade46, it is possible to suppress the force generated on the boom18accompanying the rotation of the takeoff and landing rotor20. In the aspect of the present invention, the tapering direction of the support member (boom18) may be inclined with respect to a parallel line68that is parallel to a rotation axis20A of the takeoff and landing rotor20, and an inclination direction of the tapering direction of the support member with respect to the parallel line68may be determined according to the moving direction of the blade46passing directly above the support member during the rotation of the takeoff and landing rotor20, and a distance from a base portion of the blade. According to the above configuration, since the inclination direction of the tapering direction of the boom18with respect to the parallel line68is determined according to the moving direction of the blade46and the distance from the base portion of the blade46, it is possible to suppress the force generated on the boom18accompanying the rotation of the takeoff and landing rotor20. In the aspect of the present invention, the support member (boom18) may be formed in a manner that an angle θ3of the inclination direction with respect to the parallel line decreases from the base portion of the blade46toward a tip thereof. According to the above configuration, since the angle θ3of the inclination direction with respect to the parallel line is appropriately changed below the blade46, it is possible to more effectively suppress the force generated on the boom18accompanying the rotation of the takeoff and landing rotor20. In the aspect of the present invention, the support member (boom18) may support at least two of the takeoff and landing rotors20that are arranged in a direction in which the support member extends, and that are disposed in a manner that rotation ranges70thereof are separated from each other, and the support member may be formed in a manner that, when the two takeoff and landing rotors20rotate in opposite directions, the inclination direction directly below a tip of the blade46of one of the takeoff and landing rotors20, the inclination direction directly below a tip of the blade46of another of the takeoff and landing rotors20, and the inclination direction between directly below the rotation range70of the one takeoff and landing rotor20and directly below the rotation range70of the another takeoff and landing rotor20, are identical. According to the above configuration, the portion of the boom18that is not disposed directly below the passing position of the blade46can be tapered in an appropriate direction. In the aspect of the present invention, the support member (boom18) may support at least two of the takeoff and landing rotors20that are arranged in a direction in which the support member extends, and that are disposed in a manner that rotation ranges70thereof are separated from each other, and the support member may be formed in a manner that, when the two takeoff and landing rotors20rotate in a same direction, the inclination direction between directly below the rotation range70of one of the takeoff and landing rotors20and directly below the rotation range70of another of the takeoff and landing rotors20gradually changes from the inclination direction directly below a tip of the blade46of the one takeoff and landing rotor20to the inclination direction directly below a tip of the blade of the another takeoff and landing rotor20. According to the above configuration, the portion of the boom18that is not disposed directly below the passing position of the blade46can be tapered in an appropriate direction. In the aspect of the present invention, the support member (booms18) may be disposed on each of a left side and a right side of the fuselage12, and the support members disposed on the left side and the right side may support the takeoff and landing rotors20different from each other. The aircraft according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted therein without departing from the gist of the present invention. | 30,165 |
11858623 | DESCRIPTION FIGS.1-6provide examples of aircraft fuel tank joints100, wing boxes36comprising aircraft fuel tank joints100, aircraft10having aircraft fuel tank joints100, and methods500of assembling aircraft fuel tank joints100according to the present disclosure. Elements that serve a similar, or at least substantially similar, purpose are labelled with like numbers in each ofFIGS.1-6, and these elements may not be discussed herein with reference to each ofFIGS.1-6. Similarly, all elements may not be labelled in each ofFIGS.1-6, but reference numerals associated therewith may be utilized herein for consistency. Elements, components, and/or features that are discussed herein with reference to one or more ofFIGS.1-6may be comprised in and/or utilized with any ofFIGS.1-6without departing from the scope of the present disclosure. Generally, inFIGS.3,4, and6, elements that are likely to be comprised in a given example are illustrated in solid lines, while elements that are optional to a given example are illustrated in dashed lines. However, elements that are illustrated in solid lines are not essential to all examples of the present disclosure, and an element shown in solid lines may be omitted from a particular example without departing from the present disclosure. Additionally, in schematicFIGS.3and4, virtual features, such as dimensions, boundaries, etc., that may be defined by aircraft fuel tank joints according to the present disclosure are indicated in dash-dot lines, and these virtual features may or may not be optional to the illustrated embodiment. FIG.1is an illustration of an example of aircraft10that comprises at least one aircraft fuel tank joint100, according to the present disclosure. Examples of aircraft fuel tank joints100are illustrated inFIGS.3-5and discussed in more detail herein with reference thereto. As shown in the example ofFIG.1, aircraft10typically comprises at least a fuselage11, wings12that are supported by fuselage11, and at least one integral aircraft fuel tank40. Integral aircraft fuel tank40comprises at least one, and typically a plurality of, aircraft fuel tank joints100. Aircraft fuel tank joints100are configured to enclose an internal fuel volume within integral aircraft fuel tank40to contain aircraft fuel within integral aircraft fuel tank40. Each wing12comprises a wing box36, and each wing box36may define and/or comprise a respective integral aircraft fuel tank40. Wing boxes36additionally or alternatively may be referred to herein as aircraft wing boxes36. Examples of wing boxes36according to the present disclosure are illustrated and discussed in more detail herein, with reference toFIG.2. Aircraft10also may comprise at least one engine44, and each engine44may be operatively attached to a respective wing12. Aircraft fuel may be supplied from integral aircraft fuel tank40to a corresponding engine44during flight and/or taxiing operations. Aircraft10may comprise any suitable type of aircraft, with examples comprising private aircraft, commercial aircraft, cargo aircraft, passenger aircraft, military aircraft, jetliners, wide-body aircraft, and/or narrow body aircraft. Aircraft10is configured to transport any suitable type of payload such as passengers, crew, cargo, and/or combinations thereof. WhileFIG.1shows an example in which aircraft10is a fixed wing aircraft, aircraft fuel tank joints100may be comprised in and/or utilized with any other suitable type of aircraft, such as rotor craft and/or helicopters, without departing from the scope of the present disclosure. As schematically represented inFIG.2, wing box36comprise spars14, which typically comprise a leading spar22and a trailing spar24that is spaced aft of the leading spar22. Wing box36also comprises a plurality of ribs16that are spaced apart from one another and extend between spars22,24, and stringers18that are spaced apart from one another and extend transverse to the ribs16. Wing box36further comprises skins20, namely an upper skin26and a lower skin28. Upper skin26and lower skin28are joined with ribs16, stringers18, and spars14such that ribs16, stringers18, and spars14support at least central portions of upper skin26and lower skin28spaced apart from one another. Wing boxes36may define an internal fuel volume42that is utilized in, or forms a portion of, integral aircraft fuel tank40. Specifically, upper skin26and lower skin28may form the upper and lower boundaries of internal fuel volume42, and spars22,24may form the forward and aft boundaries of internal fuel volume42. Wing box36may comprise two ribs16, which may be referred to as tank end ribs, that form the two end boundaries of internal fuel volume42. Wing boxes36yet further comprise at least one, and optionally a plurality of, aircraft fuel tank joints100. Each aircraft fuel tank joint100joins together two joined components of wing box36that may form a portion of the enclosure to internal fuel volume42. Each aircraft fuel tank joint100may be configured to prevent aircraft fuel contained in internal fuel volume42from exiting internal fuel volume42through an interface between the two respective components that aircraft fuel tank joint100joins together. In other words, aircraft fuel tank joint100may be configured to form a seal, or as discussed in more detail herein, a triply redundant seal, between the two components that it joins. When wing box36comprises a plurality of aircraft fuel tank joints100, aircraft fuel tank joints100, together with the components that they join, collectively enclose internal fuel volume42. As more specific examples, wing box36may comprise an aircraft fuel tank joint100that joins leading spar22to upper skin26, an aircraft fuel tank joint100that joins leading spar22to lower skin28, an aircraft fuel tank joint100that joins trailing spar24to upper skin26, and/or an aircraft fuel tank joint100that joins trailing spar24to lower skin28. In some examples, wing box36further comprises aircraft fuel tank joints that join skins20and one or more ribs16and/or that join skins20and one or more stringers18. FIG.3is a schematic cross-sectional view representing aircraft fuel tank joints100according to the present disclosure, andFIG.4is a schematic cutaway top-down view representing aircraft fuel tank joints100according to the present disclosure. The cross-sectional view ofFIG.3is taken generally perpendicular to the schematic view ofFIG.4, and a portion of a first structural member104of aircraft fuel tank joints100is cutaway inFIG.4for purposes of illustration. With reference to the examples ofFIGS.3and4, aircraft fuel tank joints100comprise a first structural member104comprising a first joint face106and a second structural member108comprising a second joint face112that extends parallel, or at least generally parallel, to and faces first joint face106. As referred to herein, a first face extending “generally parallel” to a second face is defined as the first and second faces extending within 5 degrees of parallel to one another. The aircraft fuel tank joint100defines a length102, which may be measured as the distance along which first joint face106and second joint face112are generally parallel and overlapping. The aircraft fuel tank joints100further comprise a sealant dam114and a plurality of sealant zones118. Each sealant zone118comprises, or is substantially filled with, a sealant119, which may be cured, or be a cured sealant. Sealant dam114is compressed between first joint face106and second joint face112and extends along, or at least substantially along and in some examples fully along, the length102of the aircraft fuel tank joint100. As utilized herein, a first component, such as sealant dam114, extending “substantially along” the length of a second component or structure, such as aircraft fuel tank joint100, refers to the first component extending along at least 90% of the length of the second component or structure. The first joint face106and the second joint face112are spaced away from one another by a gap110, and the sealant dam114has a compressed thickness116that defines the gap110. In some examples, sealant dam114supports first joint face106and second joint face112spaced away from one another such that gap110extends therebetween. In other words, the separation between first joint face106and second joint face112along gap110, or the thickness of gap110, may be substantially the same as compressed thickness116of sealant dam114. Examples of the compressed thickness116of sealant dam114comprise at least 0.01 millimeters (mm), at least 0.02 mm, at least 0.03 mm, at least millimeters, at least 0.05 mm, at least 0.06 mm, at least 0.07 mm, at least 0.08 mm, at least 0.09 mm, at least 0.1 mm, at least 0.11 mm, at most 0.03 mm, at most 0.04 mm, at most mm, at most 0.06 mm, at most 0.07 mm, at most 0.08 mm, at most 0.09 mm, at most mm, at most 0.11 mm, at most 0.12 mm, at most 0.13 mm, at most 0.14 mm, at most mm, and/or at most 0.2 mm. The plurality of sealant zones118and the sealant dam114collectively fill, or substantially fill and in some examples fully fill, the gap110. Each sealant zone118may have a sealant zone thickness that is measured parallel to compressed thickness116and that may be defined by and/or be substantially the same as compressed thickness116. In other words, each sealant zone118contacts first joint face106and second joint face112. As utilized herein, one element or collection of elements that “substantially fill” a space, such as gap110, refers to the element or collection of elements filling at least 90% of the volume of the space, such as 90% of the volume of gap110. Likewise, a space, such as a sealant zone, being “substantially filled” with another element or collection of elements, such as sealant119, means that at least 90% of the volume of the space is filled with the element or collection of elements. The plurality of sealant zones118comprises at least a first zone of sealant120within the gap110on a first side122of sealant dam114and a second zone of sealant124on a second side126of sealant dam114. Sealant dam114isolates first zone of sealant120from second zone of sealant124. Sealant dam114, first zone of sealant120, and second zone of sealant124define three independent seals128within gap110. In some examples the three independent seals128are configured to prevent aircraft fuel from passing through gap110transverse to the length102of aircraft fuel tank joint100. First side122of sealant dam114additionally or alternatively may be referred to herein as first lateral side122of sealant dam114and second side126additionally or alternatively may be referred to herein as second lateral side126. For example, gap110may be defined between a first boundary132and a second boundary134that extend substantially parallel to length102and between first structural member104and second structural member108. First boundary132and second boundary134are separated from one another by sealant dam114and the plurality of sealant zones118. With this in mind, independent seals128may be described as being configured to prevent aircraft fuel from passing between first boundary132and second boundary134. In some examples, one of first boundary132and second boundary134faces internal fuel volume42of integral aircraft fuel tank40, and the other of first boundary132and second boundary134faces a region exterior to internal fuel volume42. In such examples, independent seals128are configured to restrict aircraft fuel contained in internal fuel volume42from passing through aircraft fuel tank joint100to the region exterior to internal fuel volume42. First boundary132and second boundary134each may be defined as a plane or surface at which first joint face106and second joint face112diverge from extending generally parallel to one another. For example, second joint face112may terminate at an edge156in second structural member108that defines first boundary132, and first joint face106may overhang, or extend beyond edge156. As another example, second joint face112may curve, or otherwise turn, away from first joint face106, and second boundary134may be defined by a line along which second joint face112forms, or reaches, a threshold minimum angle158relative to being parallel to first joint face106. Examples of threshold minimum angle158comprise at least 5°, at least 10°, at least 15°, at most 10°, at most 15°, at most 20°, at most 45°, and/or at most 90°. Additionally or alternatively, first joint face106may terminate at an edge156and/or curve away from second joint face112to define first boundary132and/or second boundary134. In some examples, sealant119of aircraft fuel tank joint100is substantially, or completely, contained within first boundary132and second boundary134of gap110. In other words, in some such examples, aircraft fuel tank joint100does not comprise sealant119that extends beyond first boundary132or second boundary134of gap110. For examples in which aircraft fuel tank joint100comprises sealant that extends beyond first boundary132or second boundary134of gap110, the sealant may extend beyond first boundary132or second boundary134of gap110by at most 0.5 millimeters (mm), at most 0.75 mm, at most 1 mm, at most 2 mm, at most 3 mm, and/or at most 5 mm. Stated another way, in some examples, aircraft fuel tank joint100does not comprise fillet seals between first structural member104and second structural member108adjacent to first boundary132or second boundary134of gap110. Traditional fuel tank joints typically comprise at least one, and often a series of, layers of sealant that are applied between the two joined components along the sealant-filled gap to form fillet seals. These fillet seals are intended to form two additional seals in the joint that compliment, or provide redundancy to, the seal formed by the sealant within the gap. However, when cured, these fillet seals typically form an integral body with the sealant within the gap. By contrast, aircraft fuel tank joints100according to the present disclosure comprise three independent seals128within gap110defined respectively by sealant dam114and the zones of sealant partitioned by sealant dam114. As such, some examples of aircraft fuel tank joints100can be formed and/or utilized without fillet seals due to their unique construction that creates at least three independent seals128within gap110. Additionally, in some examples, sealant dam114may comprise a different material composition and/or mechanical properties than the sealant in sealant zones118. Thus, in such examples, sealant dam114may act as a crack stopper and/or prevent material failures from propagating between sealant zones118. First joint face106additionally or alternatively may be referred to as first faying surface106, and second joint face112additionally or alternatively may be referred to as second faying surface112. In some examples, first joint face106and/or second joint face112are smooth, planar or at least locally planar. In some examples, first joint face106and/or second joint face112do not comprise a recess or groove that receives sealant dam114. In other words, in some examples, sealant dam114sits flush on first joint face106and second joint face112, such that compressed thickness116of sealant dam114is the same as the separation between first joint face106and second joint face112, at least adjacent to sealant dam114. Sealant dam114is applied to, engages, or contacts first joint face106and second joint face112in any suitable manner. In some examples, sealant dam114directly contacts first joint face106and second joint face112. Additionally or alternatively, in some examples, sealant dam114is adhered to first joint face106and/or second joint face112by an adhesive and/or by sealant119. First structural member104and second structural member108are formed from any suitable one or more materials, such as the same or different one or more materials as one another. Examples of suitable materials for first structural member104and second structural member108comprise metals, metal alloys, aluminum, aluminum alloys, composite materials, fiber reinforced composite materials, materials that are compatible with aircraft fuels, and/or materials that are compatible with sealant119. Sealant dam114also is formed of any suitable one or more suitable materials, which may be different from those that form first structural member104, second structural member108, and/or sealant119. In particular, sealant dam114may mechanically isolate sealant zones118from one another when sealant dam114comprises a different material composition from sealant119in sealant zones118. In this way, sealant dam114is configured to prevent mechanical failure from propagating between first zone of sealant120and second zone of sealant124. Examples of suitable materials for forming sealant dam114comprise materials that are compatible with aircraft fuels, materials that are compatible with sealant119, materials that are compatible with first structural member104and second structural member108or other aircraft fuel tank materials, elastic materials, resilient materials, elastomeric polymers, polytetrafluoroethylene (PTFE), expanded PTFE, fluorosilicone, Viton™, fluoropolymer elastomers, and/or nitrile rubber. In some examples, sealant dam114is configured to be pliable, elastic, and/or resiliently deforming such that sealant dam114is configured to be compressed between first joint face106and second joint face112to compressed thickness116from a nominal thickness that is greater than compressed thickness116. In some examples, the material composition of sealant dam114is selected such that sealant dam114deforms to compressed thickness116when a preselected compressive force is applied thereto. Sealant dam114comprises any suitable shape and/or any suitable dimensions. Sealant dam114defines a cross-sectional shape in a plane normal to length102of aircraft fuel tank joint100, or along a width136of gap110. Examples of suitable cross-sectional shapes of sealant dam114comprise an oval, a circle, a rectangle, a rectangle elongated parallel to width136, and/or a rectangle with outwardly bulged sides that respectively extend towards first boundary132and second boundary134. As a more specific example, sealant dam114may conform to the shape of first joint face106and second joint face112and include free sides that extend between first joint face106and second joint face112. The free sides of sealant dam114may expand into a neutral shape due to the compression applied to sealant dam114, such that sealant dam114may have a nominal or uncompressed circular cross-section and an ovular compressed cross-section. Sealant dam114also defines an outermost dam width152that may be measured parallel to width136of gap110. Examples of suitable outermost dam widths152comprise at least 0.01 mm, at least 0.05 mm, at least 0.08 mm, at least 0.1 mm, at least 0.15 mm, at least 0.2 mm, at least 0.5 mm, at least 1 mm, at most 0.1 mm, at most 0.5 mm, at most 0.08 mm, at most 0.1 mm, at most 0.15 mm, at most 0.2 mm, at most 0.5 mm, at most 1 mm, and/or at most 2 mm. As mentioned, in some examples, sealant119comprises a different material composition than sealant dam114. Examples of suitable materials for forming sealant119comprise polysulfides, polythioethers, materials that are compatible with sealant dam114, materials that are compatible with first structural member104and second structural member108or other aircraft fuel tank materials, and/or materials that are compatible with aircraft fuel. More specific examples of suitable materials for forming sealant comprise two-part, manganese dioxide cured polysulfide compounds and vulcanizing silicone rubber adhesives. In some examples, aircraft fuel tank joints100comprise a plurality of fasteners130, each extending through first structural member104, second structural member108, and one of the plurality of sealant zones118. Fasteners130also extend transverse to the length102of aircraft fuel tank joint100and/or transverse to width136of gap110. Fasteners130also may be spaced apart from one another along length102, such as in an even, or evenly spaced, manner. In some examples, fasteners130are installed along a substantial portion, and in some examples an entirety, of the length102of aircraft fuel tank joint100. As utilized herein, a “substantial portion” of length102refers to at least 90% of length102. In some examples, fasteners130apply a compressive force between first structural member104and second structural member108that compresses sealant dam114to compressed thickness116. Examples of suitable fasteners130for aircraft fuel tank joints100comprise bolts, nuts, rivets, screws, washers, lockbolts, and/or combinations thereof. In some examples, fasteners130comprise, or are organized in, a first subset138of fasteners130and a second subset139of fasteners130that are spaced apart from one another along the width of gap110, such that first subset138of fasteners130are positioned closer to first boundary132than the second subset139of fasteners130, and second subset139of fasteners130are positioned closer to second boundary134than first subset138of fasteners130. In some examples, each subset of fasteners130extends in a row that is generally parallel to length102. In some examples, first subset138and second subset139of fasteners130extend generally parallel to one another along the length102of aircraft fuel tank joint100. As perhaps best seen inFIG.4, sealant dam114may comprise any suitable conformation and/or extend along any suitable portion of first joint face106and second joint face112. For example, gap110defines a width136that may be measured between first boundary132and second boundary134normal to the length102of aircraft fuel tank joint100. Sealant dam114may extend within width136of gap110, or between first boundary132and second boundary134, along a substantial portion of the length102of aircraft fuel tank joint100. Typically, sealant dam114is separated from first boundary132by first zone of sealant120and is separated from second boundary134by second zone of sealant124. In some examples, sealant dam114comprises a substantially linear conformation and/or follows the shape of first joint face106and second joint face112. In some examples, sealant dam114extends at a substantially fixed distance between first boundary132and second boundary134along a substantial portion of the length102of aircraft fuel tank joint100. In other words, in some examples, sealant dam114extends generally parallel to first boundary132and second boundary134along a substantial portion of the length102of aircraft fuel tank joint100. In some examples, sealant dam114substantially bisects the width136of gap110along at least a substantial portion of length102. As utilized herein, “substantially bisects” refers to sealant dam114extending within 10% of width136from a center point of width136. In some examples, sealant dam114extends between first subset138and second subset139of fasteners130. In some such examples, first subset138of fasteners130each extend through first zone of sealant120, and second subset139of fasteners130each extend through second zone of sealant124. In other examples, sealant dam114is positioned to extend between first boundary132and first subset138of fasteners130such that first zone of sealant120extends between sealant dam114and first boundary132, and both first subset138and second subset139of fasteners130extend through second zone of sealant124. In yet other examples, sealant dam114is positioned to extend between second boundary134and second subset139of fasteners130such that second zone of sealant124extends between second boundary134and sealant dam114, and both first subset138and second subset139of fasteners130extend through first zone of sealant120. Additionally or alternatively, in some examples, sealant dam114comprises a patterned and/or non-linear conformation in which sealant dam114does not extend at a fixed distance from first boundary132and second boundary134of gap110. In some such examples, sealant dam114is conformed in a pattern in which sealant dam114undulates in separation from first boundary132and second boundary134as it extends substantially along the length102of aircraft fuel tank joint100. Such a configuration may enhance the capacity of sealant dam114to distribute compressive loads across the width136of gap110. In such examples, sealant dam114may be described as having an undulating or oscillating conformation and/or as being an undulating, patterned or oscillating sealant dam. As more specific examples of the above, sealant dam114may comprise a zig zag shape, a square wave shape, and/or a sinusoidal shape along length102. In some examples, sealant dam114curves around, optionally spaced away from, a region of at least some of the plurality of fasteners130. In some examples, fasteners130comprise a first boundary-facing region148that faces first boundary132and a second boundary-facing region149that faces second boundary134. In some examples, sealant dam114curves around first boundary-facing region148of some fasteners130and curves around second boundary-facing region149of some other fasteners130. In some examples, sealant dam114curves around first boundary-facing region148and second boundary-facing region149of adjacent or spaced apart fasteners130in an alternating manner. In any such examples, sealant dam114extends between some fasteners130and first boundary132and extends between other fasteners130and second boundary134. As perhaps best seen inFIG.4, in some examples, fasteners130comprise large diameter fasteners160and small diameter fasteners162. In some such examples, large diameter fasteners160may apply a greater compressive force across aircraft fuel tank joint100than do small diameter fasteners162. In some examples, sealant dam114is patterned to extend around and outside of first boundary-facing region148or second boundary-facing region149of large diameter fasteners160. In some such examples, sealant dam114also is conformed to extend between, inside of, or linearly relative to, small diameter fasteners162. For some examples in which aircraft fuel tank joints100comprise first subset138and second subset139of fasteners130, sealant dam114is patterned, conformed, and/or undulates to extend outside of first boundary-facing region148of at least some fasteners130(e.g., large diameter fasteners160) of the first subset138and to extend outside of second boundary-facing region149of at least some fasteners130(e.g., large diameter fasteners160) of the second subset139. In other words, sealant dam114may be conformed patterned, and/or undulate to extend between first boundary132and at least some of, and optionally each fastener130of, first subset138of fasteners130and to extend between second boundary134and at least some of, and optionally each fastener130of, second subset139of fasteners130. Aircraft fuel tank joint100may be comprised and/or utilized in any suitable portion of integral aircraft fuel tank40. For examples in which integral aircraft fuel tank40is comprised in or defined by a wing box, such as the example wing boxes36ofFIG.2, first structural member104may be one of a skin20, a stringer18, a rib16, and a spar14, and second structural member108may be another other of the skin20, the stringer18, the rib16, and the spar14. In more specific examples, first structural member104is a skin20, such as upper skin26or lower skin28, and second structural member108is a spar14, such as leading spar22or trailing spar24. FIG.5is a partial isometric view showing a somewhat less schematic example of an aircraft fuel tank joint100according to the present disclosure. In the example ofFIG.5, aircraft fuel tank joint100is comprised in an integral fuel tank40of a wing box36. Specifically, first structural member104is a skin20having first joint face106, and second structural member108is a spar14. Spar14comprises an upright wall46and a flange48that extends generally perpendicular to upright wall46and that comprises second joint face112. Aircraft fuel tank joint100comprises sealant dam114, first zone of sealant120extending from the first side of sealant dam114towards first boundary132and second zone of sealant124extending from the second side of sealant dam114towards second boundary134. Second joint face112bends away from first joint face106to define first boundary132of gap110, as discussed herein, and first zone of sealant120does not extend beyond first boundary132. First zone of sealant120, sealant dam114, and second zone of sealant124each contact first joint face106and second joint face112along a substantial portion of the area thereof, such that first zone of sealant120, sealant dam114, and second zone of sealant124form three independent seals128within gap110. FIG.6provides a flowchart that represents illustrative, non-exclusive examples of methods500of assembling an aircraft fuel tank joint according to the present disclosure. InFIG.6, some steps are illustrated in dashed boxes indicating that such steps may be optional, or may correspond to an optional version of methods500according to the present disclosure. That said, not all methods500according to the present disclosure are required to comprise each of the steps illustrated in solid boxes. The methods and steps illustrated inFIG.6are not limiting, and other methods and steps are within the scope of the present disclosure, comprising methods having greater than or fewer than the number of steps illustrated, as understood from the discussion herein. Methods500may be performed to assemble aircraft fuel tank joint100that is illustrated and discussed herein with reference toFIGS.1-5. That is, the aircraft fuel tank joint formed according to methods500and/or discussed herein with reference toFIG.6and methods500may incorporate any of the features, functions, components, materials, etc., as well as variants thereof, as those discussed herein with reference toFIGS.1-5without requiring the inclusion of all such features, functions, materials, etc. Likewise, aircraft fuel tank joints100discussed herein with reference toFIGS.1-5may incorporate any of the features, functions, materials, etc. as those discussed herein with reference toFIG.6and methods500, without requiring the inclusion of all such features, functions, components, materials etc. Where appropriate, the reference numerals fromFIGS.1-5may be utilized to indicate corresponding parts of the aircraft fuel tank joints discussed herein with reference toFIG.6and methods500. Methods500comprise substantially filling502a gap between a first joint face of a first structural member of the aircraft fuel tank joint and a second joint face of a second structural member of the aircraft fuel tank joint with a sealant dam and a plurality of sealant zones. The substantially filling502may comprise applying the sealant dam to a joint face at504and/or applying sealant to the joint face at506. Methods500also comprise compressing512the sealant dam between the first joint face and the second joint face. Methods500further may comprise mating the structural members at508, installing fasteners at510, and/or curing the sealant at514. The substantially filling502comprises substantially filling the gap110with a first zone of sealant120on a first side122of the sealant dam114and with a second zone of sealant124on a second side126of the sealant dam114. The substantially filling at502further comprises forming three independent seals128within the gap, two of which being defined by the first and the second zones of sealant and a third of which being defined by the sealant dam114. In some examples, the substantially filling at502comprises contacting, adhering, or otherwise engaging the sealant dam114and the plurality of sealant zones118with the first joint face106and the second joint face112along a substantial portion of the area of the first joint face106and the second joint face112. In some examples, the substantially filling at502comprises substantially filling the gap with sealant dam114and sealant119such that sealant119is substantially contained between, or does not extend substantially past, a first boundary132of the gap and a second boundary134of the gap. As shown inFIG.6, in some examples, the substantially filling502comprises applying504the sealant dam to a joint face, which is one of the first joint face106and the second joint face112. When comprised in the substantially filling502, the applying504the sealant dam114comprises applying the sealant dam along a substantial portion of the length of the joint face and/or the length102of aircraft fuel tank joint100. In some examples, the applying504the sealant dam114comprises applying the sealant dam114with or to have a nominal thickness. The applying504the sealant dam is performed in any suitable manner. In some examples, the applying504the sealant dam comprises forming the sealant dam114on the joint face. In some such examples, the applying504comprises additively manufacturing the sealant dam114on the joint face, extruding and subsequently curing the sealant dam on the joint face, and/or molding the sealant dam114on the joint face. In other examples, the applying504the sealant dam comprises applying the sealant dam to the joint face as a contiguous, or monolithic, body. In some such examples, methods500comprise forming the sealant dam prior to the applying504, which comprises forming the sealant dam114in any suitable manner, such as by molding, additively manufacturing, and/or die-cutting the sealant dam114. In some examples, the sealant dam114comprises an adhesive applied along a region that the sealant dam114will contact the joint face, and the applying504comprises adhering the sealant dam114to the joint face via the adhesive applied to the sealant dam114. The applying504the sealant dam comprises applying the sealant dam114in any suitable conformation and/or position along the joint face. In some examples, the applying504the sealant dam comprises applying the sealant dam114to the joint face to extend at a fixed distance between the first boundary132and the second boundary134of the gap110or such that the sealant dam114extends substantially parallel to the length102of the aircraft fuel tank joint100. In some such examples, the applying504the sealant dam114comprises applying the sealant dam114to the joint face to extend between a first subset138of fasteners130and a second subset139of fasteners130in the aircraft fuel tank joint100. Additionally or alternatively, in some examples, the applying504the sealant dam114comprises applying the sealant dam114in a patterned conformation, for example an undulating conformation, such that the separation between sealant dam114, the first boundary132, and the second boundary134of the gap110varies as sealant dam114extends substantially along the length102of the aircraft fuel tank joint100. In some such examples, the applying504the sealant dam114comprises applying the sealant dam114to extend outside of a first boundary-facing region148of at least some of the first subset138of fasteners130and to extend outside of the second boundary-facing region149of at least some of the second subset139of fasteners130, such as discussed herein. With continued reference toFIG.6, in some examples, the substantially filling502comprises applying506sealant to the joint face, which may be the one of the first joint face106and the second joint face112to which the sealant dam114is applied. When comprised in the substantially filling502, the applying506sealant to the joint face comprises applying sealant119along a substantial portion of the length of the joint face and/or a substantial portion of the length of aircraft fuel tank joint100. In some examples, the applying506sealant to the joint face comprises applying sealant between and/or not substantially outside lines along the joint face corresponding to the first boundary132and the second boundary134of the gap110. In some examples, the applying506sealant to the joint face comprises applying sealant119to cover a substantial portion of the area of the joint face that is not covered by the sealant dam114. In some examples, the applying506sealant to the joint face comprises applying sealant119to the joint face106on the first side122of the sealant dam114and to the joint face106on the second side126of the sealant dam114. In some examples, the applying506sealant is performed subsequent to the applying504the sealant dam. In some such examples, the applying506sealant comprises applying sealant119to the joint face to a thickness of sealant on the joint face that is substantially the same as the nominal thickness of the sealant dam114on the joint face. In other words, the applying506sealant may comprise utilizing the nominal thickness of the sealant dam114on the joint face as an index for a thickness up to which the sealant is to be applied to the joint face. When comprised in the substantially filling, the applying506sealant comprises applying the sealant119in any suitable manner. In some examples, the applying506sealant comprises applying uncured sealant to the first joint face106, such that the sealant119is uncured immediately subsequent to the applying506, during mating at508, during compressing at512, and/or prior to curing at514. In some examples, the applying506comprises brushing, rolling, painting, pouring, and/or spraying uncured or liquid sealant to the first joint face106. In some examples, methods500comprise mating508the first structural member and the second structural member at508. When comprised in methods500, the mating508comprises mating the first structural member104and the second structural member108along the aircraft fuel tank joint100. In some examples, the mating508comprises aligning the first joint face106of the first structural member104with the second joint face112of the second structural member108. In some examples, the mating508comprises placing the other joint face in contact with the sealant dam114applied to the joint face along at least a substantial portion of the length of the second joint face112. As utilized herein, the “other joint face” refers to the second joint face112when the sealant dam114is applied to the first joint face106during the applying504and vice versa. In some examples, the mating508comprises placing the other joint face in contact with the plurality of sealant zones118. In some examples, the mating508comprises forming the gap110between the first joint face106and the second joint face112. In some such examples, the mating508comprises forming the gap110with an initial thickness that corresponds to, or is substantially the same as, the nominal thickness of the sealant dam114and/or that is greater than the compressed thickness116of the sealant dam114. When comprised in methods500, the mating508may be performed subsequent to the applying504, subsequent to the applying506, prior to the compressing512, prior to the installing510, and/or prior to the curing514. In some examples, methods500comprise installing510a plurality of fasteners130in the aircraft fuel tank joint100. When comprised in methods500, the installing510comprises installing each fastener130such that it extends through the first structural member104, the second structural member108, and a sealant zone118. In some examples, the installing510comprises forming a plurality of bores in the first structural member104along the aircraft fuel tank joint100and a corresponding plurality of bores in the second structural member108, and installing the plurality of fasteners130to extend through the plurality of bores formed in the first and second structural members104,108. For some examples in which the installing510comprises forming bores in the first and second structural members, the bores are formed prior to the substantially filling502(e.g., the first and second structural members are predrilled). For other examples in which the installing510comprises forming bores in the first and second structural members, the installing510comprises forming the bores subsequent to the substantially filling502and/or subsequent to the mating508. As shown inFIG.6, methods500comprise compressing512the sealant dam114between the first joint face106and the second joint face112to a compressed thickness116. As mentioned, in some examples, the sealant dam114comprises a nominal thickness that is greater than the compressed thickness prior to the compressing. In such examples, the compressing512comprises compressing the sealant dam114from the nominal thickness to the compressed thickness116. In some examples, compressing512comprises reducing a thickness of the gap110from being substantially the same as the nominal thickness of the sealant dam114to be substantially the same as the compressed thickness116of the sealant dam114. In such examples, the compressing512comprises reducing a volume of the gap110. In some examples, the sealant119in each sealant zone118is uncured prior to and/or during the compressing512. In some examples, the compressing512comprises flowing sealant119, such as uncured or liquid sealant, within the gap110. In some such examples, the compressing512comprises flowing sealant119to substantially fill the first zone of sealant120and/or flowing sealant119to substantially fill the second zone of sealant124. In some examples, the compressing512comprises flowing sealant119within the first zone of sealant120towards the first boundary132of the gap110and/or flowing sealant119within the second zone of sealant124towards the second boundary134of the gap110. In some examples, the compressing512comprises flowing sealant119from the first zone of sealant120past the first boundary132of the gap110and/or flowing sealant119from the second zone of sealant124past the second boundary134of the gap110. In some such examples, methods500further comprise, subsequent to the compressing512, removing at least some of, and optionally substantially all of, the sealant119that extends or flows past the first boundary132and/or the second boundary134of the gap110. In some examples, the compressing512comprises applying a preselected compressive force between the first structural member104and the second structural member108. In some such examples, the preselected compressive force corresponds to a compressive force that is needed to compress the sealant dam114from the nominal thickness to the compressed thickness116and/or to flow the sealant119to substantially fill the first and second zones of sealant120,124. For some examples in which methods500comprise installing510, the compressing512comprises applying a preselected torque to at least some of, and optionally each of, the fasteners130such that the fasteners130apply the preselected compressive force between the first structural member104and the second structural member108. The compressing512is performed with any suitable sequence or timing within methods500, such as subsequent to the filling502, subsequent to the mating508, subsequent to the installing510and/or prior to curing514. In some examples, methods500further comprise curing514the sealant within the gap. When comprised in methods500, the curing514comprises curing the sealant119within the plurality of sealant zones118. As mentioned, in some examples, the sealant119within the plurality of sealant zones may be uncured or liquid prior to and/or during the compressing512. In such examples, the curing514is performed subsequent to the compressing at512. When comprised in methods500, the curing514is performed in any suitable manner. As examples, the curing may comprise permitting the uncured sealant to set and/or solidify. Illustrative, non-exclusive examples of inventive subject matter according to the present disclosure are described in the following enumerated paragraphs:A. An aircraft fuel tank joint (100) having a length (102), the aircraft fuel tank joint (100) comprising:a first structural member (104) comprising a first joint face (106);a second structural member (108) comprising a second joint face (112) that extends generally parallel to and faces the first joint face (106), wherein the first joint face (106) is spaced away from the second joint face by a gap (110);a sealant dam (114) compressed between the first joint face (106) and the second joint face (112) and extending substantially along the length (102), wherein the sealant dam (114) has a compressed thickness (116) that defines the gap (110); anda plurality of sealant zones (118), comprising:a first zone of sealant (120) within the gap (110) on a first side (122) of the sealant dam (114); anda second zone of sealant (124) within the gap (110) on a second side (126) of the sealant dam (114);wherein the sealant dam (114) isolates the first zone of sealant (120) from the second zone of sealant (124);wherein the sealant dam (114), combined with the plurality of sealant zones (118), substantially fill the gap (110); andwherein the sealant dam (114), the first zone of sealant (120), and the second zone of sealant (124) define three independent seals (128) within the gap (110).A1. The aircraft fuel tank joint (100) of paragraph A, wherein the gap (110) is defined between a first boundary (132) and a second boundary (134) that extend substantially parallel to the length (102) of the aircraft fuel tank joint (100), wherein the first boundary (132) and the second boundary (134) are separated from one another by the sealant dam (114) and at least the first zone of sealant (120) and the second zone of sealant (124).A2. The aircraft fuel tank joint (100) of paragraph A1, wherein the aircraft fuel tank joint (100) does not comprise a sealant (119) that extends beyond the first boundary (132) or the second boundary (134) of the gap (110).A3. The aircraft fuel tank joint (100) of any of paragraphs A1-A2, wherein the aircraft fuel tank joint (100) does not comprise a sealant fillet that extends beyond the first boundary (132) or the second boundary (134) of the gap (110).A4. The aircraft fuel tank joint (100) of any of paragraphs A1-A3, wherein one of the first boundary (132) and the second boundary (134) faces an internal fuel volume (42) and the other of the first boundary (132) and the second boundary (134) faces a region exterior to the internal fuel volume (42).A5. The aircraft fuel tank joint (100) of any of paragraphs A1-A4, wherein the sealant dam (114) extends at a substantially fixed distance between the first boundary (132) and the second boundary (134) along a substantial portion of the length (102) of the aircraft fuel tank joint (100).A6. The aircraft fuel tank joint (100) of any of paragraphs A1-A5, wherein the gap (110) defines a width (136) that is measured between the first boundary (132) and the second boundary (134) normal to the length (102) of the aircraft fuel tank joint (100), and wherein the sealant dam (114) substantially bisects the width (136) of the gap (110) along a/the substantial portion of the length of the aircraft fuel tank joint (100).A7. The aircraft fuel tank joint (100) of any of paragraphs A1-A5, wherein the sealant dam (114) extends in a non-linear pattern along the length of the aircraft fuel tank joint (100).A7.1. The aircraft fuel tank joint (100) of paragraph A7, wherein the sealant dam (114) is formed in a pattern in which the sealant dam (114) undulates in separation from the first boundary (132) and the second boundary (134) as it substantially extends along the length (102) of the aircraft fuel tank joint (100).A8. The aircraft fuel tank joint (100) of any of paragraphs A-A7, further comprising a plurality of fasteners (130), each extending generally transverse to the length (102) of the aircraft fuel tank joint (100) and through the first structural member (104), the second structural member (108), and one of the plurality of sealant zones (118).A9. The aircraft fuel tank joint (100) of paragraph A8, wherein the gap (110) defines a width (136) that is measured between a/the first boundary (132) of the gap (110) and a/the second boundary (134) of the gap (110), wherein the plurality of fasteners (130) comprises a first subset (138) of fasteners (130) and a second subset (139) of fasteners (130) that are spaced apart from one another along the width (136) of the gap (110) such that the first subset (138) of fasteners (130) is positioned closer to the first boundary (132) of the gap (110) than the second subset (139) and the second subset (139) of fasteners (130) is positioned closer to the second boundary (134) of the gap (110).A10. The aircraft fuel tank joint (100) of paragraph A9, wherein the sealant dam (114) extends between the first subset (138) of fasteners (130) and the second subset (139) of fasteners (130), such that the first subset (138) of fasteners (130) each extend through the first zone of sealant (120) and the second subset (139) of fasteners (130) each extend through the second zone of sealant (124).A11. The aircraft fuel tank joint (100) of paragraph A9, wherein the first subset (138) of fasteners (130) each comprises a first boundary-facing region (148) that faces the first boundary (132) of the gap (110) and the second subset (139) of the plurality of fasteners (130) each comprises a second boundary-facing region (149) that faces the second boundary (134) of the gap (110), and wherein the sealant dam (114) is formed in a pattern that extends outside of the first boundary-facing region (148) of at least some of the first subset (138) of fasteners (130) and that extends outside of the second boundary-facing region (149) of at least some of the second subset (139) of fasteners (130).A11.1 The aircraft fuel tank joint (100) of any of paragraphs A1-A11, wherein the three independent seals (128) are configured to prevent aircraft fuel from passing through the gap (110) transverse to the length (102) of the aircraft fuel tank joint (100).A12. The aircraft fuel tank joint (100) of any of paragraphs A-A11, wherein at least one of:(i) the sealant dam (114) sits flush on the first joint face (106) and the second joint face (112); or(ii) the first joint face (106) and the second joint face (112) do not comprise a groove in which the sealant dam (114) is received.A13. The aircraft fuel tank joint (100) of any of paragraphs A-A12, wherein the sealant dam (114) mechanically isolates the first zone of sealant (120) from the second zone of sealant (124).A14. The aircraft fuel tank joint (100) of paragraph A13, wherein the sealant dam (114) is configured to prevent mechanical failure from propagating between the first zone of sealant (120) and the second zone of sealant (124).A15. The aircraft fuel tank joint (100) of any of paragraphs A-A14, wherein the compressed thickness (116) of the sealant dam (114) is:at least 0.01 millimeters (mm), at least 0.02 mm, at least 0.03 mm, at least 0.04 millimeters, at least 0.05 mm, at least 0.06 mm, at least 0.07 mm, at least 0.08 mm, at least 0.09 mm, at least 0.1 mm, or at least 0.11 mm; andat most 0.03 mm, at most 0.04 mm, at most 0.05 mm, at most 0.06 mm, at most 0.07 mm, at most 0.08 mm, at most 0.09 mm, at most 0.1 mm, at most 0.11 mm, at most 0.12 mm, at most 0.13 mm, at most 0.14 mm, at most 0.15 mm, or at most 0.2 mm.A16. The aircraft fuel tank joint (100) of any of paragraphs A-A15, wherein the sealant dam (114) defines a cross-sectional shape in a plane normal to the length (102) of the aircraft fuel tank joint (100), wherein the cross-sectional shape is at least one of an oval, a rectangle, a rectangle elongated along a/the width (136) of the gap (110), and a rectangle with outwardly bulged sides that respectively extend towards a/the first boundary (132) of the gap (110) and a/the second boundary (134) of the gap (110).A17. The aircraft fuel tank joint (100) of any of paragraph A-A16, wherein the sealant dam (114) comprises a sealant dam material composition, wherein the sealant dam material composition comprises at least one of: polytetrafluoroethylene (PTFE), expanded PTFE, fluorosilicone, nitrile rubber, and/or fluoropolymer elastomers.A18. The aircraft fuel tank joint (100) of any of paragraphs A-A17, wherein a/the sealant dam material composition of the sealant dam (114) is different from a sealant material composition of any sealant zone (118) of the plurality of sealant zones (118).A19. The aircraft fuel tank joint (100) of any of paragraphs A-A18, wherein the first structural member (104) is one of a skin (20), a stringer (18), a rib (16), or a spar (14), and wherein the second structural member (108) is another of the skin (20), the stringer (18), the rib (16), or the spar (14).A20. Use of the aircraft fuel tank joint (100) of any of paragraphs A-A19 to seal an integral aircraft fuel tank (40).A21. The aircraft fuel tank joint (100) of any of paragraphs A-A20 formed by the methods of any of paragraphs C-C12.B. An aircraft wing box (36), comprising:an upper skin (26);a lower skin (28);a leading spar (22);a trailing spar (24) spaced aft of the leading spar (22);wherein the leading spar (22) and the trailing spar (24) support the upper skin (26) and the lower skin (28) spaced from one another to define an internal volume between the leading spar (22), the trailing spar (24), the upper skin (26), and the lower skin (28); andat least one of the aircraft fuel tank joint (100) of any of paragraphs A-A21, wherein the first structural member (104) is one of the upper skin (26) and the lower skin (28), and wherein the second structural member (108) is one of the leading spar (22) or the trailing spar (24).B1. The aircraft wing box (36) of paragraph B, wherein the aircraft wing box (36) comprises a plurality of the aircraft fuel tank joints (100) of any of paragraphs A-A21, which comprises a first aircraft fuel tank joint (100) formed between the upper skin (26) and the leading spar (22), a second aircraft fuel tank joint (100) formed between the upper skin (26) and the trailing spar (24), a third aircraft fuel tank joint formed between the lower skin (28) and the leading spar (22), and a fourth aircraft fuel tank joint (100) formed between the lower skin (28) and the trailing spar (24).B2. The aircraft wing box (36) of any of paragraphs B-B1, further comprising a plurality of ribs (16) and a plurality of stringers (18) extending transverse to the ribs (16).B3. The aircraft wing box (36) of paragraph B2, wherein two ribs of the plurality of ribs (16) are tank end ribs (16) that enclose an integral aircraft fuel tank (40) within the internal volume of the wing box (36).B4. Use of the aircraft wing box (36) of any of paragraphs B-B3 as an integral aircraft fuel tank (40).B5. An aircraft (10), comprising:a fuselage (11); andwings (12) supported by the fuselage (11), wherein each wing (12) comprises the aircraft wing box (36) of any of paragraphs B-B4.B6. Use of the aircraft (10) of paragraph B5 to transport a payload.C. A method (500) of assembling an aircraft fuel tank joint (100) having a length (102), the method (500) comprising:substantially filling (502) a gap (110) between a first joint face (106) of a first structural member (104) of the aircraft fuel tank joint (100) and a second joint face (112) of a second structural member (108) of the aircraft fuel tank joint (100) with a sealant dam (114) and a plurality of sealant zones (118), wherein the plurality of sealant zones (118) comprises a first zone of sealant (120) on a first side (122) of the sealant dam (114) and a second zone of sealant (124) on a second side (126) of the sealant dam (114); andcompressing (512) the sealant dam (114) between the first joint face (106) and the second joint face (112) to a compressed thickness (116).C1. The method (500) of paragraph C, wherein the substantially filling (502) comprises applying (504) the sealant dam (114) to the first joint face (106) along a substantial portion of the length (102) of the aircraft fuel tank joint (100).C2. The method (500) of paragraph C1, wherein the substantially filling (502) comprises applying (506) sealant to one of the first joint face (106) and the second joint face (112) along the substantial portion of the length (102) of the aircraft fuel tank joint (100).C3. The method (500) of paragraph C2, wherein the applying (506) sealant comprises applying sealant (119) to the one of the first joint face (106) and the second joint face (112) on a first side (122) of the sealant dam (114) and on a second side (126) of the sealant dam (114).C4. The method (500) of any of paragraphs C2-C3, wherein the applying (506) sealant is performed subsequent to the applying (504) the sealant dam (114).C5. The method (500) of any of paragraphs C2-C4, wherein the sealant dam (114) comprises a nominal thickness prior to the compressing (512) that is greater than the compressed thickness (116), and wherein the applying (506) sealant comprises applying sealant (119) on the one of the first joint face (106) and the second joint face (112) to a thickness of sealant on the one of first joint face (106) and the second joint face (112) that is substantially the same as the nominal thickness of the sealant dam (114).C6. The method (500) of any of paragraphs C-C5, wherein the compressing (512) comprises applying a preselected compressive force between the first structural member (104) and the second structural member (108), wherein the preselected compressive force corresponds to a compressive force that is needed to compress the sealant dam (114) from a/the nominal thickness to the compressed thickness (116).C7. The method (500) of paragraph C6, wherein the compressing (512) comprises reducing a thickness of gap (110) to be substantially the same as the compressed thickness (116) of the sealant dam (114).C8. The method (500) of any of paragraphs C-C7, further comprising installing (510) a plurality of fasteners (130) in the aircraft fuel tank joint (100), wherein the plurality of fasteners (130) extend transverse to the length (102) of the aircraft fuel tank joint (100) and through the first structural member (104), the gap (110), and the second structural member (108).C9. The method (500) of paragraph C8, when depending from paragraph C6, wherein the compressing (512) comprises applying a preselected torque to each of the plurality of fasteners (130) such that the plurality of fasteners (130) apply the preselected compressive force between the first structural member (104) and the second structural member (108).C10. The method (500) of any of paragraphs C-C9, further comprising operably mating (508) the first structural member (104) with the second structural member (108) along the first joint face (106) and the second joint face (112).C11. The method (500) of paragraph C10, wherein the operably mating (508) comprises aligning the first joint face (106) with the second joint face (112) and placing the second joint face (112) in contact with the sealant dam (114).C12. The method (500) of any of paragraphs C-C11, further comprising curing (514) sealant (119) in the plurality of sealant zones (118) within the gap (110), wherein the curing (514) the curing the sealant (119) in the plurality of sealant zones (118) within the gap (110) is performed subsequent to the compressing (512), and wherein sealant (119) in the plurality of sealant zones (118) is uncured prior to the compressing (512).C13. The method (500) of any of paragraphs C-C12, wherein the aircraft fuel tank joint (100) is the aircraft fuel tank joint (100) of any of paragraphs A-B6. As used herein, the terms “adapted” and “configured” mean that the element, component, or other subject matter is designed and/or intended to perform a given function. Thus, the use of the terms “adapted” and “configured” should not be construed to mean that a given element, component, or other subject matter is simply “capable of” performing a given function but that the element, component, and/or other subject matter is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the function. It is also within the scope of the present disclosure that elements, components, and/or other recited subject matter that is recited as being adapted to perform a particular function may additionally or alternatively be described as being configured to perform that function, and vice versa. Similarly, subject matter that is recited as being configured to perform a particular function may additionally or alternatively be described as being operative to perform that function. As used herein, the term “and/or” placed between a first entity and a second entity means one of (1) the first entity, (2) the second entity, and (3) the first entity and the second entity. Multiple entries listed with “and/or” should be construed in the same manner, i.e., “one or more” of the entities so conjoined. Other entities optionally may be present other than the entities specifically identified by the “and/or” clause, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, a reference to “A and/or B,” when used in conjunction with open-ended language such as “comprising,” may refer, in one example, to A only (optionally including entities other than B); in another example, to B only (optionally including entities other than A); in yet another example, to both A and B (optionally including other entities). These entities may refer to elements, actions, structures, steps, operations, values, and the like. Unless specifically defined elsewhere herein, the term “substantially,” when modifying a degree or relationship, includes not only the recited “substantial” degree or relationship, but also the full extent of the recited degree or relationship. A substantial amount of a recited degree or relationship may include at least 90% of the recited degree or relationship. For example, an object that is substantially formed from a material includes an object for which at least 90% of the object is formed from the material and also includes an object that is completely formed from the material. As another example, a first direction that is substantially parallel to a second direction includes a first direction that forms an angle with respect to the second direction that is at most 90 degrees and also includes a first direction that is exactly parallel to the second direction. As another example, a first length that is substantially equal to, or substantially the same as, a second length includes a first length that is at least 90% of the second length, a first length that is equal to the second length, and a first length that exceeds the second length such that the second length is at least 90% of the first length. The various disclosed elements of apparatuses and steps of methods disclosed herein are not required to all apparatuses and methods according to the present disclosure, and the present disclosure includes all novel and non-obvious combinations and subcombinations of the various elements and steps disclosed herein. Moreover, one or more of the various elements and steps disclosed herein may define independent inventive subject matter that is separate and apart from the whole of a disclosed apparatus or method. Accordingly, such inventive subject matter is not required to be associated with the specific apparatuses and methods that are expressly disclosed herein, and such inventive subject matter may find utility in apparatuses and/or methods that are not expressly disclosed herein. | 63,627 |
11858624 | DESCRIPTION OF EXEMPLARY EMBODIMENTS OF THE INVENTION Referring now toFIGS.1through4, an embodiment of an inventive seaplane includes two main propulsion assemblies100, two auxiliary propulsion assemblies200, two wings300, a fuselage400, two horizontal stabilizers500, a vertical stabilizer600, and two floats (pontoons)700. Each wing300has a wingtip WT. Each main propulsion assembly100includes a main propulsor110and a main propulsor motor mount120. Each main propulsor110includes a main motor130and a main propeller140. Each auxiliary propulsion assembly200includes an auxiliary propulsor210and an auxiliary propulsor motor mount220. Each auxiliary propulsor210includes an auxiliary motor230and an auxiliary propeller240. In addition to wings300, the inventive seaplane is shown inFIG.1as being provided with airfoils including two ailerons310, two elevators510, and a rudder610. Fuselage400includes a cockpit410. Depending on the embodiment, an inventive seaplane may include other control surfaces such as flaps, spoilers, slats, etc. According to exemplary inventive practice an inventive seaplane includes two congruous auxiliary propulsors210, which are situated on opposite wings300at or near opposite ends of the wingspan s. Each wing300has a leading edge EI, and a trailing edge ET. The auxiliary propulsor on the lefthand wing300and the auxiliary propulsor210on the righthand wing300are preferably the same make-and-model propulsive device, in keeping with a conventional approach of providing a matching pair of propulsive devices on the port and starboard sides, respectively. Each auxiliary propulsor210is mounted at a slight or moderate upward angle γ such as shown inFIGS.2and2A, and is situated in the vicinity of one of the two opposite wingtips WT of the inventive seaplane such as shown inFIGS.1and7through9. The inventive outboard propulsors210(synonymously referred to herein as “auxiliary propulsors” or “wingtip propulsors” or “roll-control propulsors”) improve the roll control authority of the seaplane. For example, if the inventive seaplane is a flying boat, this increased roll control authority helps ensure that the inventive seaplane's two floats700, located in proximity to the corresponding wingtips WT, remain out of the water during low-speed, medium-speed, and high-speed taxiing operations. Still referring toFIGS.2and2A, an inventive seaplane is exemplarily embodied wherein the inventive auxiliary propulsors210are each fixed at an upward angle γ, relative to a horizontal planar geometric reference h, which is the horizontal geometric axial plane in which lies the longitudinal axis CL (also referred to herein as the “centerline” or “midline”) defined by the inventive seaplane's fuselage. According to frequent inventive practice, this upward angle γ is in the range between about five degrees and about twenty degrees, such as illustrated by way of example inFIG.2A; that is, upward angle γ is within the range of 5°≤γ≤20°. According to some inventive embodiments, the upward angle γ of auxiliary propulsor210is adjustable (such as by implementing a computer) so as to be pivotably increased or decreased, auxiliary propulsor210thus bearing similarity to a tiltrotor. As depicted inFIG.2, auxiliary propulsor210is disposed at an upward angle γ measuring roughly 20 degrees. According to some inventive embodiments, upwardly-downwardly rotating tiltrotor-like capability of this nature can be attributed to the main propulsors110as well, instead of or in addition to either in addition to such upwardly-downwardly rotating tiltrotor-like capability being attributed to the auxiliary propulsors210. An exemplary angular range such as 5°≤γ≤20° shown inFIG.2Awould similarly apply to many embodiments of upwardly-downwardly rotatable main propulsors110. Furthermore, with reference toFIG.7, according to exemplary inventive practice each auxiliary propulsor210is positioned on the wing300at an outboard distance b along the wing's semi-span s/2, wherein “s/2” is the half-length of span s. Exemplary inventive practice provides for equal values of b for the two auxiliary propulsors210situated on opposite sides of fuselage400. Each auxiliary propulsor210is placed at the same distance b from the longitudinal axis CL, starboard distance b and port distance b thereby being equal. An auxiliary propulsor210's outboard distance b is defined herein as the span-wise distance along semi-span s/2 from the vertical geometric axial plane yin which lies the longitudinal axis CL of the inventive seaplane. Distance b is the semi-span distance of auxiliary propulsor210relative to vertical geometric axial plane v. Depending on the inventive embodiment, placement selection for the auxiliary propulsors210may take into consideration the relationship of the outboard distance b to the control moment. The closer an auxiliary propulsor210is placed to the wingtip WT, the larger the control moment. According to exemplary inventive practice, each auxiliary propulsor210's outboard distance b is in the range between 50% and 100% of the wing300's semi-span s/2 with respect to the longitudinal axis CL (or vertical axial plane v) of the fuselage400, wherein the 50% position of the auxiliary propulsor210is midway between the longitudinal axis CL and the wingtip WT, and wherein the 100% position of the auxiliary propulsor210is at the wingtip WT. According to frequent inventive practice, b is at least 65% of the wing's semi-span s/2. That is, it may be especially advantageous to place each auxiliary propulsor210at a semi-span distance b from the centerline CL in the range between 65% and 100%. Particularly with reference toFIGS.5through10, according to exemplary inventive practice two auxiliary propulsors210(e.g., including motors230and propellers240) are situated at or toward opposite ends, viz., wingtips WT, of the wingspan s. The rotational speed (e.g., revolutions per minute, acronym “RPM”) of each auxiliary propulsor210is controlled via loop feedback logic using a computer800.FIG.8illustrates yaw control using main propulsors, in accordance with the present invention.FIGS.9, and10illustrate roll control using auxiliary propulsors, in accordance with the present invention. As illustrated inFIG.5, on an ongoing basis computer control signals are received by motors and actuators, and flight characteristics of the inventive seaplane are determined using an inertial measurement unit900. Based on information (e.g., roll angle data) received from inertial measurement unit900, computer800adjusts the control signals that it is transmitting to the motors and the actuators. The terms “computer” and “computer-controller” are used synonymously herein. As illustrated inFIGS.9and10, in every instance in which the RPM of an auxiliary propulsor210is increased, the RPM of the other auxiliary propulsor210is equally and oppositely decreased, i.e., decreased in the same amount. Conversely, in every instance in which the RPM of an auxiliary propulsor210is decreased, the RPM of the other auxiliary propulsor210is equally and oppositely increased, i.e., increased in the same amount. An increase in RPM of an auxiliary propulsor210results in an upward roll of the wing300on which the propulsively augmented auxiliary propulsor210is situate, and is concomitant a commensurate (equal) decrease in RPM of the opposite auxiliary propulsor210and an attendant downward roll of the opposite wing300. In this manner, exemplary inventive practice exercises dual equivalent control of the respective rotational speeds of the auxiliary propulsors210, thereby improving the roll control authority of a seaplane, particularly while taxiing in the water. According to some inventive embodiments, the wingtip motors provide additional roll control by placing the ailerons in the slipstream of the wingtip motors, such as shown by way of example inFIGS.1and7through9. The additional airflow over the control surfaces increases control authority at all speeds. Exemplary inventive vehicles include, on opposite wings300, two congruous auxiliary propulsors210and two congruous main propulsors110, wherein the auxiliary propulsors210are outboard of the main propulsors110. According to exemplary inventive practice, each main propulsor110has the same outboard distance m, which is no greater than 50% of the wing300's semi-span s/2 with respect to the longitudinal axis CL (or vertical axial plane v) of the fuselage400; according to frequent inventive practice, each main propulsor110's outboard distance m is no greater than 35% of the wing300's semi-span s/2 with respect to the longitudinal axis CL/axial plane v. Similarly as the rotational speed of each auxiliary propulsor210is controlled using a computer800, the rotational speed of each main propulsor110is controlled using a computer800(e.g., the same computer). As shown inFIG.8, in every instance in which the RPM of a main propulsor110is changed (i.e., increased or decreased), the RPM of the other main propulsor110is equally and oppositely changed (i.e., decreased or increased in the same amount), thereby creating a net yaw moment. Computer control is thereby brought to bear not only on the two opposite auxiliary propulsors210in furtherance of roll adjustment, but also on the two opposite main propulsors110in furtherance of yaw adjustment. Still referring toFIG.8, in every instance in which the RPM of a main propulsor110is increased, the RPM of the other main propulsor110is equally and oppositely decreased, i.e., decreased in the same amount. Conversely, in every instance in which the RPM of a main propulsor110is decreased, the RPM of the other main propulsor110is equally and oppositely increased, i.e., increased in the same amount. An increase in RPM of a main propulsor110results in an forward yaw of the wing300on which the propulsively augmented main propulsor110is situate, and is concomitant a commensurate (equal) decrease in RPM of the opposite main propulsor110and an attendant backward yaw of the opposite wing300. In this manner, exemplary inventive practice exercises dual equivalent control of the respective rotational speeds of the main propulsors110, thereby improving the yaw control authority of a seaplane, particularly while taxiing in the water. In this sense, at least, the main propulsors110are alternatively referred to herein as “yaw-control” propulsors. According to exemplary inventive practice, inventive control can also be exercised with respect to one, some, or all of the control surfaces (e.g., ailerons, elevator(s), rudder, flaps, etc.) of an inventive vehicle. Depending on the inventive embodiment, a vehicular control system may be effected for instance with respect to: (i) the auxiliary propulsors210; or (ii) the auxiliary propulsors210and the main propulsors110; or (iii) the auxiliary propulsors210and one or more control surfaces; or (iv) the auxiliary propulsors210and the main propulsors110and one or more control surfaces. An inventive control system that unifies and synchronizes control of the auxiliary propulsors210, the main propulsors110, and the control surfaces can thereby propitiously control the inventive vehicle in a combined, holistic manner. Exemplary inventive practice features, inter alia, intermittent or continual effectuation of a roll control wingtip differential, while a vehicle is taxiing on water. Roll-control propulsors210(e.g, including small electric motors and rotors) are attached proximate the tips WT of the aircraft's wings300and are canted at an upward angle γ in order to: (i) increase the roll control authority of the aircraft at low speeds; and (ii) provide additional forward thrust to reduce takeoff distances. When the wingtip motors spin their rotors at different RPMs (i.e., a differential RPM), a net roll moment is created. When the wingtip motors spin their rotors at the same RPM, additional forward thrust is created. In accordance with exemplary inventive practice, a primary purpose of the present invention's additional roll moment is to significantly improve performance when seaplanes are first accelerating for takeoff, as the seaplanes are moving through the water at low speeds and this is when traditional aircraft control surfaces are ineffective. Note that traditionally an aircraft uses ailerons to control roll, a rudder to control yaw, and one or more elevators to control pitch. Aircraft control surfaces work by directing air to generate control moments. However when an aircraft is traveling at low speeds, not enough air moves over the control surface, which significantly affects the aircraft's performance. If a seaplane is unable to keep its wings level during take-off or landings (i.e., at a roll angle of 0°), one of the wingtip floats can impact the water, which reduces speed and causes drag—often resulting in the seaplane yawing off course. According to exemplary inventive practice, computer control of auxiliary propulsors is inventively effected to improve roll control authority, thereby enabling seaplanes to remain wings-level while taking off and landing in challenging environmental conditions such as ocean waves or unsteady seas. Using the wingtip motors to generate control moments results in the seaplane remaining wing level throughout the entire taxing process. Accordingly, certain fundamental principles of airplane flight are availed of in unique and beneficial ways through exemplary practice of the present invention.FIGS.11and12are illustrations taken directly from internet webpages of the Glenn Research Center (GRC) of the National Aeronautics and Space Administration (NASA), and are instructive at a basic level with regard to airplanes in general. Shown inFIGS.11and12are four forces of flight (lift, weight, thrust, drag) acting on a generically representative airplane, and three axes of rotation (roll axis, pitch axis, and yaw axis) of the same airplane. As used herein, the terms “roll axis,” “pitch axis,” and “yaw axis,” are synonymous with the terms “longitudinal axis,” “lateral axis,” and “vertical axis,” respectively. The present invention, which is disclosed herein, is not to be limited by the embodiments described or illustrated herein, which are given by way of example and not of limitation. Other embodiments of the present invention will be apparent to those skilled in the art from a consideration of the instant disclosure, or from practice of the present invention. Various omissions, modifications, and changes to the principles disclosed herein may be made by one skilled in the art without departing from the true scope and spirit of the present invention, which is indicated by the following claims. | 14,697 |
11858625 | While implementations are described herein by way of example, those skilled in the art will recognize that the implementations are not limited to the examples or drawings described. It should be understood that the drawings and detailed description thereto are not intended to limit implementations to the particular form disclosed but, on the contrary, the intention is to cover all modifications, equivalents and alternatives falling within the spirit and scope as defined by the appended claims. The headings used herein are for organizational purposes only and are not meant to be used to limit the scope of the description or the claims. As used throughout this application, the word “may” is used in a permissive sense (i.e., meaning having the potential to), rather than the mandatory sense (i.e., meaning must). Similarly, the words “include,” “including,” and “includes” mean including, but not limited to. DETAILED DESCRIPTION Systems and methods to detect objects within an environment by an aerial vehicle are described herein. In example implementations, an aerial vehicle may detect objects within an environment based on propeller noises emitted by the aerial vehicle that are reflected back to the aerial vehicle by objects in the environment. Propeller noise may be noise that is generated during normal operation of one or more propellers. Because the revolutions per minute (“RPM”) for each propeller change frequently, noises generated by the different propellers and by the propellers themselves change over time. The propeller noises emitted by the propellers of the aerial vehicle propagate into the environment around the aerial vehicle and reflect off objects within the environment. By calculating the time differences between similar time series of the blade pass frequency (“BPF”), which is the rate at which blades pass a fixed position and is equal to the number of blades times the RPM/60, one can detect those objects within a vicinity of an aerial vehicle. The one or more microphones may comprise omnidirectional microphones, directional microphones, or combinations thereof. In addition, one or more microphones may be placed at various locations on the aerial vehicle, such as on a central fuselage, frame, or body of the aerial vehicle, around a periphery of the aerial vehicle, outside airflows generated by one or more propellers, e.g., to improve the capability of the microphones to receive reflections and/or to avoid interference between emitted propeller noise and received reflections of that noise, or other locations. Further, one or more directional microphones may be oriented to receive reflections of propeller noise from various directions relative to the aerial vehicle, such as various directions pointing radially outward from the aerial vehicle, various directions above or below the aerial vehicle, or other directions. In some implementations, a single microphone, such as an omni-directional microphone may be placed at an asynchronous location on the aerial vehicle such that the distance between the microphone and each propeller is different. Likewise, the microphone may be offset and in a different plane than one or more of the propellers of the aerial vehicle. While the examples discussed herein refer to a microphone, any form of audio sensor that is capable of detecting or otherwise receiving acoustic signals/noise, are equally applicable to the described implementations. Accordingly, discussion of a microphone should not be construed as limiting. Likewise, any number and combinations of microphones may be used with the disclosed implementations. In further example implementations, an aerial vehicle may include one or more processors to process or analyze the received reflections of propeller noise to detect objects within the environment of the aerial vehicle. Various properties of the received reflections, such as time of flight, BPF, amplitude, Doppler effect, or other properties, may be detected and correlated with known properties or characteristics of the emitted propeller noise, such as time of flight, BPF, amplitude, or other properties, based on known operational and/or structural characteristics of the one or more propellers that generated the propeller noise. Based on detected objects, an aerial vehicle may control, instruct, or modify its operation and navigation, e.g., to avoid the detected objects, to modify its flight plan, to land or take off safely, to adjust its speed, direction, location, altitude, or other flight parameters, or to control other aspects related to operation and navigation. In this manner, an aerial vehicle may detect objects and/or properties of objects within the environment of the aerial vehicle using one or more microphones or other audio sensors, without need for dedicated systems for object detection and avoidance that may add cost, weight, and complexity. FIG.1is a schematic diagram100of example object detection within an environment by an aerial vehicle105using propeller noise, in accordance with disclosed implementations. As illustrated inFIG.1, an aerial vehicle105may include a frame or body107, and a plurality of propulsion mechanisms, such as motors and propellers110, coupled to the frame or body107. The frame or body107may be formed of any suitable materials, such as carbon fiber, metals, plastics, or combinations thereof. In addition, the motors and propellers110may be coupled to the frame or body107, or via one or more motor arms extending from the frame or body107. The motors may be any suitable motors for rotating respective propellers110to generate thrust to lift or maneuver at least a portion of the aerial vehicle105. The propellers110may be formed of any suitable materials, such as carbon fiber, metals, plastics, or combinations thereof. Further, the aerial vehicle105may also include a control system115that may control operation and navigation of the aerial vehicle105, including aspects related to operation of the motors and propellers110to generate propeller noise. AlthoughFIG.1shows an aerial vehicle having a particular shape, size, number of motors and propellers110-1,110-2,110-3,110-4, and overall configuration, the systems and methods described herein may be utilized with aerial vehicles having various other shapes, sizes, numbers of motors and propellers, and overall configurations, such as tricopters, quadcopters, hexacopters, octocopters, or various other types of aerial vehicles. In addition, aerial vehicles may include other types of propulsion mechanisms, such as fans, jets, turbojets, turbo fans, jet engines, electric jets, and/or combinations thereof, that may generate noise patterns. In example implementations, the aerial vehicle105may be navigating within an environment having various types of objects130. For example, as shown inFIG.1, the objects130may include a roof130-1of a building, walls130-2of a building, a sidewalk130-3, a street130-4, a ground based vehicle130-5, a field130-6, and trees130-7. Various other types of objects, including fixed, static, mobile, natural, manmade, artificial, temporary, permanent, or other types of objects, obstacles, or structures, may be present in various other environments. During operation of the aerial vehicle105, the propellers110of the aerial vehicle generate and emit propeller noise112that propagates from the aerial vehicle105into the environment. For example, each of the propellers110-1,110-2,110-3,110-4may emit respective propeller noise112-1,112-2,112-3,112-4during operation or navigation of the aerial vehicle105. Because the BPF of each propeller may vary with time and with respect to other propellers, the propeller noise112generated by each propeller may be distinguished from the noise generated by each of the other propellers. The propeller noise112may propagate from the aerial vehicle105into the environment and be at least partially reflected back to the aerial vehicle105by objects130within the environment. At least a portion of the propeller noise112may be reflected back to the aerial vehicle105from one or more objects130, and various properties of the objects130may affect various properties of the reflections of the noise back to the aerial vehicle105. The aerial vehicle105may also include one or more microphones120that may receive reflections of the emitted propeller noise112. The one more microphones or audio sensors120may be omnidirectional, directional, or combinations thereof, and may be placed at various locations of the aerial vehicle105. Likewise, the microphones120may be in the same plane as one or more of the propellers110or may be in a different plane than one or more of the propellers110. As illustrated inFIG.1, the microphone120is in a different plane than the propellers110and is positioned such that the distance between the microphone120and each of the propellers110is different. As discussed herein, by positioning the microphone120in a plane that is different than the plane of the propellers110and positioning the microphone120such that the distances between the microphone120and the propellers110are different, increases the ability to determine the direction of the object with respect to the aerial vehicle and the distinguish between the different propellers. In addition, the aerial vehicle105may include an analysis unit117that includes one or more processors that may process or analyze the emitted propeller noise and the received reflections of that noise and detect objects within a vicinity of the aerial vehicle105. The analysis system may be included as part of the control system115or independent of the control system115. Accordingly, with incorporation of one or more microphones, the aerial vehicle105may be configured to detect objects within a vicinity of the aerial vehicle and control its operation and navigation based on such detected objects, without need for dedicated systems for object detection and avoidance that may add cost, weight, and complexity. As a result, as shown inFIG.1, the aerial vehicle105may operate safely and efficiently within an environment, e.g., by detecting objects around the aerial vehicle, by avoiding collisions with objects, by navigating safely and efficiently in crowded or variable environments, by modifying its operation based on changes within the environment, and by various other controls and modifications based on detected objects and properties. FIG.2is a schematic diagram200of an example object detection by an aerial vehicle205using one or more propeller noise patterns and one or more microphones, in accordance with disclosed implementations. The aerial vehicle205illustrated inFIG.2may include any and all of the features of any of the aerial vehicles described herein. As illustrated inFIG.2, an aerial vehicle205may include a frame or body207, and a plurality of propulsion mechanisms, such as motors and propellers210, coupled to the frame or body207. The frame or body207may be formed of any suitable materials, such as carbon fiber, metals, plastics, or combinations thereof. In addition, the motors and propellers210may be coupled to the frame or body207, or via one or more motor arms extending from the frame or body207. The motors may be any suitable motors for rotating respective propellers210to generate thrust to lift or maneuver at least a portion of the aerial vehicle205. The propellers210may be formed of any suitable materials, such as carbon fiber, metals, plastics, or combinations thereof. Further, the aerial vehicle205may also include a control system215, as further described herein, that may control operation and navigation of the aerial vehicle205, including aspects related to operation of the motors and propellers210to generate propeller noise. AlthoughFIG.2shows an aerial vehicle having a particular shape, size, number of motors and propellers210-1,210-2,210-3,210-4, and overall configuration, the systems and methods described herein may be utilized with aerial vehicles having various other shapes, sizes, numbers of motors and propellers, and overall configurations, such as tricopters, quadcopters, hexacopters, octocopters, or various other types of aerial vehicles. In addition, aerial vehicles may include other types of propulsion mechanisms, such as fans, jets, turbojets, turbo fans, jet engines, electric jets, and/or combinations thereof, that may generate noise patterns. The aerial vehicle205may include four motors and propellers210-1,210-2,210-3,210-4, and each of the four motors and propellers210-1,210-2,210-3,210-4emit propeller noises212-1,212-2,212-3,212-4. Because the BPF of each propeller changes with respect to time and is different for different propellers, the noises212-1,212-2,212-3,212-4emitted from each propeller is different from that emitted by any other propeller210during operation or rotation of the propellers. The waveforms N1, N2, N3, N4of the propeller noise212are illustrated inFIG.2only for exemplary purposes, and the waveforms N may include various other combinations of properties, such as frequency, amplitude, patterns, sequences, or other properties. For example, the waveforms N of the propeller noise212may depend upon operational characteristics of the propellers210, such as RPM, patterns or sequences of rotational rates, pitches of blades, or other characteristics, and/or may depend upon structural characteristics of the propellers210, such as number of blades, pitch, span, chord length, thickness, material, surface features, or other structural characteristics. The aerial vehicle205may also include one or more microphones or audio sensors220. As shown inFIG.2, the aerial vehicle205may include a single, omnidirectional microphone220that is coupled at a central location of the frame or body207. The omnidirectional microphone220may be configured to receive sound waves from substantially all directions around the omnidirectional microphone220. In addition, the microphone220may be placed at a location that is outside of any airflows generated during operation of the propellers210, e.g., to improve the capability of the microphone220to receive reflections of propeller noise212and/or to avoid interference between emitted propeller noise and received reflected noise. The microphone220may be at any position on or in the vehicle. In the illustrated example, the microphone220is asymmetrically positioned on the aerial vehicle205so that the distance between the microphone220and each propeller210is different. In this example, each of the distances C1, C2, C3, C4between the microphone220and each propeller210-1,210-2,210-3,210-4are different. In other examples, the microphone220may be at other positions on the aerial vehicle such that some or all of the distances C1, C2, C3, C4are the same, or substantially the same. For example, the microphone may be positioned so that the distances C1and C4are the same and the distances C2and C3are the same. In other examples, the microphone220may be positioned so that the distances C1and C2are the same and the distances C3and C4are the same. In still other examples, the microphone220may be positioned so that all of the distances C1, C2, C3, C4are the same. The propeller noise212from one or more of the propellers210may propagate from the aerial vehicle205outward into the environment, and may be reflected back as reflected noise232from an object230within the environment. The object230may have various properties, such as shape, size, position, orientation, range, relative speed, material, surface properties, temperature, and other properties, and the reflections232of the propeller noise212may have various properties or changes to properties, such as frequency, amplitude, Doppler effect, patterns, sequences, or other properties, that may correspond to various properties of the object230. In the example implementation ofFIG.2, because each of the propellers210may emit a particular waveform N1, N2, N3, N4of the propeller noise212that may be distinct from those generated by other propellers210, reflected noise232that is reflected by an object230and received by the microphone220may be distinguished with respect to the particular propeller210and associated propeller noise212that resulted in the noise232reflected back by the object230. In addition, because the aerial vehicle includes a single, omnidirectional microphone220, noise232that is reflected back by an object230and received by the microphone220, alone, may not be able to be distinguished with respect to a particular location or direction of the object230that reflected232the propeller noise relative to a position or orientation of the aerial vehicle205. However, because each of the propellers210may emit a particular waveform N1, N2, N3, N4of the propeller noise212that may be distinct from those generated by other propellers210, the particular times of flight of different waveforms N that are received as reflections232by the microphone220may be used to determine the location of the object relative to a position or orientation of the aerial vehicle205. Do to varying environment conditions, the RPM of each propeller is continually adjusted by the controller215to keep the aerial vehicle airborne and at a desired position, heading, altitude, orientation, etc. Small perturbations in the environment cause the RPM to be continually changed for each propeller around some mean value. As a result, the varying RPM for each propeller is effectively randomly selected from a Gaussian distribution around some RPM0with a full-width half-maximum (“FWHM”) of some ΔRPM. As a result, each propeller generates acoustic power at the BPF, which can be computed as: BPF=Nb*RPM/60 where Nbis the number of blades of the propeller. The microphone220detects the sound emitted by each propeller210at an initial time for each propeller and also detects any reflections from surfaces around the vehicle200shifted in time by the amount of time it takes the sound to propagate from the propeller210, reflect off the object230, and return back to the microphone220. A difference between the two times for signals (noise) with the same frequencies may then be computed and used to estimate the distance to the object230as: r=Δt*vs where νsis the speed of sound. This estimation can be realized by calculating the auto-correlation signal of a spectrogram or on the acoustic signal itself. Because reflections may not come from a direction along a line connecting the propeller210and microphone220, there may be many solutions (distance, direction) for each frequency at a given Δt. Solving the below equation (for ease of discussion, the equation below assumes only a solution in x-y plane, i.e. a two-dimensional problem) produces a circle on which the closest object solution is: 2y2-2cyy-14(Δtvs)2-x2-(x-cx)2-cy2=0 where [cx, cy] is the location of the propeller210and the microphone220is assumed to be at the origin [0,0] and [x,y] is relative to the microphone. By measuring sets of solution (x and y) for each propeller, circles may be generated for each propeller and the intersection of each circle indicates the measured distance and all directions of the object230with respect to the aerial vehicle. The measure distance and all solutions computed for each propeller are referred to herein as a set of solutions. For example,FIG.3is a graphical illustration of circles computed from reflected noise produced from each propeller of an aerial vehicle, in accordance with described implementations. In the illustrated example, the aerial vehicle includes six propellers310and a single microphone320. The propeller noise generated by each propeller310radiates from the propeller, is detected by the microphone at an initial time, reflects off the objects330-1,330-2,330-3and is again detected at subsequent times by the microphone320as reflected noise. Utilizing the above equations and the time differences for each detected frequency produced by the propellers, sets of solutions, represented as circles321, are formed from each propeller. For example, the reflections from propeller noise reflecting off a first object330-1may be used to compute, for each propeller, sets of solutions, represented as the six circles321-1, propeller noise reflecting off of a second object330-2may be used to compute, for each propeller, sets of solutions, represented as the circles321-2, and propeller noise reflecting off of a third object330-3may be used to compute, for each propeller, sets of solutions, represented as the circles321-3. By computing sets of solutions as represented by the circles for each propeller, each of which produce different BPFs, a component of noise, the position of the objects330may be determined with respect to the aerial vehicle at a point in which the sets of solutions intersect for the object, as illustrated. For example, inFIG.3, the position of the objects may be measured in meters from a center point of the aerial vehicle and/or from a position of the microphone320, as illustrated by the horizontal and vertical axis. The intersection of each of the sets of solutions is the actual distance and direction of the object with respect to the aerial vehicle. The above equation and discussion with respect toFIG.3is provided in the two-dimensional space for ease of discussion and explanation. It will be appreciated that the disclosed implementations may likewise be utilized to determine a distance and direction of one or more objects with respect to a vehicle in three-dimensions (x-y-z). For example, utilizing the disclosed implementations, the following equation may be used to determine solutions that result in a sphere on which the closest object solution is: [(x-cx)2+(y-cy)2+(z-cz)2]12+[x2+y2+z2]12-[cx2+cy2+cz2]12=νSΔt2 where [cx, cy, cz] is the location of the propeller and the microphone is assumed to be at the origin [0,0,0] and [x,y,z] is relative to the microphone. By measuring sets of solutions (x, y, z) for each propeller, spheres may be generated for each propeller and the intersection of each sphere indicates the actual distance and direction of the object with respect to the aerial vehicle in a three-dimensional space. In some implementations, an error may also be estimated for each sound source, or propeller. For example, the error may be based on the diameter of the propeller, which can be estimated, by dividing the diameter (D) by the speed of sound: Δterr=Dpropellervs The error may then be applied to the computed circles/spheres as illustrative of the distance, considering error, of each detected object from the microphone of the aerial vehicle. In some implementations, the distance to an object may be indicated as a range that is the computed distance, plus or minus the error. In other implementations, the distance to a detected object may consider worst case scenario and represent the object as the computed distance minus any error (i.e., closer to the aerial vehicle). In addition, because the speed of sound is a function of environmental conditions (e.g., temperature, air density, humidity, etc.), the above equations may be adjusted or calibrated during flight to account for any changes in the speed of sound resulting from measured environmental conditions. For example, the speed of sound νs, may be continually calibrated as: vs=cΔt where c is the distance between propeller and microphone. The calibrated measure of the speed of sound may be continually or periodically updated during flight based on measured environmental characteristics and utilized in determining the distance of any detected objects from the aerial vehicle. In still other examples, Doppler shift (or Doppler effect), which is the change in frequency or wavelength of the noise in relation to movement of the aerial vehicle and/or objects off which the noise reflects may also be considered when computing the distance between the object and the aerial vehicle, in accordance with disclosed implementations. For example, the BPF component may be represented as: ΔBPFBPF=νvs For v<3ms the change is less than a one-percent shift in frequency assuming the RPM range usually used by hovering aircrafts, for v~10ms the change is approximately a three-percent shift in frequency. Like the calibrated measure of sound, the computed Doppler shift may be periodically or continually computed during flight and utilized in determining the distance of any detected objects from the aerial vehicle. FIG.4illustrates a chart400of the measured BPFs402-1,402-2,402-3,4024,402-5,402-6for each of the six different propellers of the aerial vehicle discussed above with respect toFIG.3, in accordance with disclosed implementations. As illustrated, the BPF for each propeller is at a different frequency with respect to each other propeller and also changes with respect to time. The differences in BPF may be the result of different propeller configurations, different numbers of propeller blades on the propellers, different RPMs of the propellers, etc. Because the BPF for each propeller is different, measurements of reflected noise generated by each of the propellers may be distinguished and used to determine the position of an object that caused the reflection, as discussed herein. FIG.5illustrates a chart500of the distance and Δt504-1,504-2,504-3,504-4,504-5,504-6between the same BPF for each of the six propellers discussed with respect toFIG.3over a one-second window, in accordance with disclosed implementations. In the example chart600, the y-axis illustrates the occurrences of each BPF, and the x-axis illustrates both the Δt604and distance606during a one-second window. As illustrated, at the initial time, the occurrence count is high because it is the initial reading in the sample. For each subsequent reading for each frequency during the sample, the difference is representative of the difference between the initial time and the time at which the reflected noise is received by the microphone. The distance is the product of the speed of sound (343 meters/second) and the Δt. FIG.6is a flow diagram illustrating an example object detection process using propeller noise600, in accordance with disclosed implementations. The process600may begin by detecting, at initial times for each propeller, propeller noises produced by propellers of a plurality of propellers (two or more propellers) using one or more microphones of an aerial vehicle, as at602. The propeller noises may be emitted during any normal operation of the aerial vehicle and, as discussed above, the propeller noises may be different for each propeller of the plurality of propellers. As discussed above, the microphone may be positioned on the aerial vehicle such that it is at different distances from the propellers. As a result, the initial noises detected by the microphone may be received at different initial times for each of the propellers due to the differences in distances between the microphones and the propellers. The example process600may then continue to receive at the microphone one or more reflections of the propeller noises during a sample period, such as one-second, as in604. For example, a reflection of the noise generated by the first propeller may be received at a first time, a reflection of the noise generated by the second propeller may be received at a second time, a reflection of the noise generated by the third propeller may be received at a third time, etc. As discussed above, because the reflections may not arrive in a line that connects the propeller and the microphone, there are many solutions of distance and direction that can generate a signal. As such, the example process600determines a set of solutions that include the measured distance and all directions for each BPF, as in606. As discussed above with respect toFIG.3, each set of solutions may be illustrated as a circle/sphere around the aerial vehicle. The intercepts of each set of solutions are then determined as the direction and position of the object with respect to the aerial vehicle, as in608. In particular, there will be a solution (x,y) or (x,y,z) of each set of solutions that have the same or very similar values, as illustrated by the circle intercepts inFIG.3. The common solution of each set of solutions is the actual distance and direction of the object that reflected the propeller noises with respect to the aerial vehicle. In addition to determining the direction and position of the object based on the sets of solutions, the example process may also determine any potential errors in the computation, such as errors from a size of the source (e.g., propeller), Doppler shift, etc., as in610. Those potential errors may then be used to adjust the determined distance or direction of the object with respect to the aerial vehicle, as discussed above. For example, one or more of the determined distance or direction of the object with respect to the aerial vehicle may be adjusted to account for the potential error. The process600may then continue by controlling or adjusting operation of an aerial vehicle based on the determined distance and position of the object with respect to the aerial vehicle, as at612. For example, based on the determined distance and position with respect to the aerial vehicle of a detected object, an aerial vehicle may be controlled, instructed, or commanded to operate or navigate, or to modify its operation or navigation, in a variety of ways. In some examples, an aerial vehicle may be instructed to avoid the detected object, an aerial vehicle may be instructed to modify its flight plan, an aerial vehicle may be instructed to land or take off, an aerial vehicle may be instructed to alter its speed, direction, location, or altitude, an aerial vehicle may be instructed to maintain a safe distance from the detected object, an aerial vehicle may be instructed to obtain vision information relating to the object, or an aerial vehicle may be instructed with various other actions or modifications to its operation. In addition or alternatively to controlling operation of one or more aerial vehicles based on a determined distance and position of an object with respect to the aerial vehicle, in other example implementations, various other actions may be taken based on the determined one or more objects. For example, maps or models of one or more environments may be generated, modified, or updated based on determined objects. e.g., to facilitate aerial vehicle operations and navigation within such environments. In addition, information related to determined objects may be processed to understand changes to one or more environments, to indicate to other aerial vehicles or other objects detect within the environment, etc. FIG.7is a block diagram illustrating various components of an example aerial vehicle control system115,215,415,515, in accordance with disclosed implementations. In various examples, the block diagram may be illustrative of one or more aspects of the aerial vehicle control system that may be used to implement the various systems and methods discussed herein and/or to control operation of an aerial vehicle discussed herein. In the illustrated implementation, the aerial vehicle control system includes one or more processors702, coupled to a memory, e.g., a non-transitory computer readable storage medium720, via an input/output (I/O) interface710. The aerial vehicle control system also includes propulsion mechanism controllers704, such as electronic speed controls (ESCs) or motor controllers, power supplies or modules706, and/or a navigation system707. The aerial vehicle control system further includes a payload engagement controller712, a microphone controller714, a network interface716, and one or more input/output devices717. In various implementations, the aerial vehicle control system may be a uniprocessor system including one processor702, or a multiprocessor system including several processors702(e.g., two, four, eight, or another suitable number). The processor(s)702may be any suitable processor capable of executing instructions. For example, in various implementations, the processor(s)702may be general-purpose or embedded processors implementing any of a variety of instruction set architectures (ISAs), such as the x86. PowerPC, SPARC, or MIPS ISAs. or any other suitable ISA. In multiprocessor systems, each processor(s)702may commonly, but not necessarily, implement the same ISA. The non-transitory computer readable storage medium720may be configured to store executable instructions, data, propeller data, operational characteristics data, noise pattern data, microphone data, object data and properties thereof, environment data, and/or other data items accessible by the processor(s)702. In various implementations, the non-transitory computer readable storage medium720may be implemented using any suitable memory technology, such as static random access memory (SRAM), synchronous dynamic RAM (SDRAM), nonvolatile/Flash-type memory, or any other type of memory. In the illustrated implementation, program instructions and data implementing desired functions, such as those described herein, are shown stored within the non-transitory computer readable storage medium720as program instructions722, data storage724and other data726, respectively. In other implementations, program instructions, data, and/or other data may be received, sent, or stored upon different types of computer-accessible media, such as non-transitory media, or on similar media separate from the non-transitory computer readable storage medium720or the aerial vehicle control system. Generally speaking, a non-transitory, computer readable storage medium may include storage media or memory media such as magnetic or optical media, e.g., disk or CD/DVD-ROM, coupled to the aerial vehicle control system via the I/O interface710. Program instructions and data stored via a non-transitory computer readable medium may be transmitted by transmission media or signals such as electrical, electromagnetic, or digital signals, which may be conveyed via a communication medium such as a network and/or a wireless link, such as may be implemented via the network interface716. In one implementation, the I/O interface710may be configured to coordinate I/O traffic between the processor(s)702, the non-transitory computer readable storage medium720, and any peripheral devices, the network interface or other peripheral interfaces, such as input/output devices717. In some implementations, the I/O interface710may perform any necessary protocol, timing or other data transformations to convert data signals from one component (e.g., non-transitory computer readable storage medium720) into a format suitable for use by another component (e.g., processor(s)702). In some implementations, the I/O interface710may include support for devices attached through various types of peripheral buses, such as a variant of the Peripheral Component Interconnect (PCI) bus standard or the Universal Serial Bus (USB) standard, for example. In some implementations, the function of the I/O interface710may be split into two or more separate components, such as a north bridge and a south bridge, for example. Also, in some implementations, some or all of the functionality of the I/O interface710, such as an interface to the non-transitory computer readable storage medium720, may be incorporated directly into the processor(s)702. The propulsion mechanism controllers704may communicate with the navigation system707and adjust the rotational rate, position, orientation, blade pitch, or other parameters of each propulsion mechanism to implement one or more aerial vehicle flight plans or operations, and/or to perform one or more maneuvers and guide the aerial vehicle along a flight path and/or to a destination location. Although the description herein generally refers to motors and propellers that generate propeller noise patterns that may be reflected back by one or more objects, in other example implementations, aerial vehicles may include other types of propulsion mechanisms, such as fans, jets, turbojets, turbo fans, jet engines, electric jets, and/or combinations thereof, that may also generate noise that may be reflected back by one or more objects. In addition, one or more operational and/or structural characteristics of various other types of propulsion mechanisms may also be modified to select and generate particular noise patterns. The navigation system707may include a global positioning system (GPS), indoor positioning system (IPS), or other similar system and/or sensors that can be used to navigate the aerial vehicle to and/or from a location. The payload engagement controller712communicates with the actuator(s) or motor(s) (e.g., a servo motor) used to engage and/or disengage items. The microphone controller714may control operation of one or more microphones configured to receive reflections of emitted propeller noise patterns and/or propeller noise patterns emitted by other vehicles. As described herein, the operation of the one or more microphones may be cycled on and off as desired to receive propeller noise reflections, or to not receive reflections or propeller noise at particular times. Moreover, the operation of the one or more microphones may be configured or tuned to receive reflected noise within one or more desired ranges of frequency, so as to more reliably receive, distinguish, or identify reflected noise patterns. The network interface716may be configured to allow data to be exchanged between the aerial vehicle control system, other devices attached to a network, such as other computer systems (e.g., remote computing resources), and/or with aerial vehicle control systems of other aerial vehicles. For example, the network interface716may enable wireless communication between the aerial vehicle and an aerial vehicle control system that is implemented on one or more remote computing resources. For wireless communication, an antenna of the aerial vehicle or other communication components may be utilized. As another example, the network interface716may enable wireless communication between numerous aerial vehicles. In various implementations, the network interface716may support communication via wireless general data networks, such as a Wi-Fi network. For example, the network interface716may support communication via telecommunications networks, such as cellular communication networks, satellite networks, and the like. Input/output devices717may, in some implementations, include one or more displays, imaging devices, thermal sensors, infrared sensors, time of flight sensors, accelerometers, pressure sensors, weather sensors, various other sensors described herein, etc. Multiple input/output devices717may be present and controlled by the aerial vehicle control system. One or more of these sensors may be utilized to control functions or operations related to determining reflected propeller noise, processing reflected noise to detect objects, vehicles, and properties thereof, controlling or instructing operations of an aerial vehicle based on detected objects, vehicles, and properties thereof, and/or any other operations or functions described herein. As shown inFIG.7, the memory may include program instructions722, which may be configured to implement the example routines and/or sub-routines described herein. The data storage724or other data726may include various data stores for maintaining data items that may be provided for operations and navigation of an aerial vehicle, etc. In various implementations, the parameter values and other data illustrated herein as being included in one or more data stores may be combined with other information not described or may be partitioned differently into more, fewer, or different data structures. In some implementations, data stores may be physically located in one memory or may be distributed among two or more memories. Those skilled in the art will appreciate that the aerial vehicle control system115,215,415,515is merely illustrative and is not intended to limit the scope of the present disclosure. In particular, the computing system and devices may include any combination of hardware or software that can perform the indicated functions. The aerial vehicle control system may also be connected to other devices that are not illustrated, or instead may operate as a stand-alone system. In addition, the functionality provided by the illustrated components may, in some implementations, be combined in fewer components or distributed in additional components. Similarly, in some implementations, the functionality of some of the illustrated components may not be provided and/or other additional functionality may be available. Those skilled in the art will also appreciate that, while various items are illustrated as being stored in memory or storage while being used, these items or portions of them may be transferred between memory and other storage devices for purposes of memory management and data integrity. Alternatively, in other implementations, some or all of the software components may execute in memory on another device and communicate with the illustrated aerial vehicle control system. Some or all of the system components or data structures may also be stored (e.g., as instructions or structured data) on a non-transitory, computer-accessible medium or a portable article to be read by an appropriate drive, various examples of which are described herein. In some implementations, instructions stored on a computer-accessible medium separate from the aerial vehicle control system may be transmitted to the aerial vehicle control system via transmission media or signals such as electrical, electromagnetic, or digital signals, conveyed via a communication medium such as a wireless link. Various implementations may further include receiving, sending, or storing instructions and/or data implemented in accordance with the foregoing description upon a computer-accessible medium. Accordingly, the techniques described herein may be practiced with other aerial vehicle control system configurations. The above aspects of the present disclosure are meant to be illustrative. They were chosen to explain the principles and application of the disclosure and are not intended to be exhaustive or to limit the disclosure. Many modifications and variations of the disclosed aspects may be apparent to those of skill in the art. Persons having ordinary skill in the field of computers, communications, and control systems should recognize that components and process steps described herein may be interchangeable with other components or steps, or combinations of components or steps, and still achieve the benefits and advantages of the present disclosure. Moreover, it should be apparent to one skilled in the art that the disclosure may be practiced without some or all of the specific details and steps disclosed herein. While the above examples have been described with respect to aerial vehicles, the disclosed implementations may also be used for other forms of vehicles, including, but not limited to, ground based vehicles, unmanned ground based vehicles, water based vehicles, or unmanned water based vehicles. Aspects of the disclosed system may be implemented as a computer method or as an article of manufacture such as a memory device or non-transitory computer readable storage medium. The computer readable storage medium may be readable by a computer and may comprise instructions for causing a computer or other device to perform processes described in the present disclosure. The computer readable storage media may be implemented by a volatile computer memory, non-volatile computer memory, hard drive, solid-state memory, flash drive, removable disk and/or other media. In addition, components of one or more of the modules and engines may be implemented in firmware or hardware. Unless otherwise explicitly stated, articles such as “a” or “an” should generally be interpreted to include one or more described items. Accordingly, phrases such as “a device configured to” are intended to include one or more recited devices. Such one or more recited devices can also be collectively configured to carry out the stated recitations. For example, “a processor configured to carry out recitations A, B and C” can include a first processor configured to carry out recitation A working in conjunction with a second processor configured to carry out recitations B and C. Language of degree used herein, such as the terms “about,” “approximately,” “generally,” “nearly” or “substantially” as used herein, represent a value, amount, or characteristic close to the stated value, amount, or characteristic that still performs a desired function or achieves a desired result. For example, the terms “about,” “approximately,” “generally,” “nearly” or “substantially” may refer to an amount that is within less than 10% of, within less than 5% of, within less than 1% of, within less than 0.1% of, and within less than 0.01% of the stated amount. As used throughout this application, the word “may” is used in a permissive sense (i.e., meaning having the potential to), rather than the mandatory sense (i.e., meaning must). Similarly, the words “include,” “including,” and “includes” mean including, but not limited to. Additionally, as used herein, the term “coupled” may refer to two or more components connected together, whether that connection is permanent (e.g., welded) or temporary (e.g., bolted), direct or indirect (e.g., through an intermediary), mechanical, chemical, optical, or electrical. Furthermore, as used herein, “horizontal” flight refers to flight traveling in a direction substantially parallel to the ground (e.g., sea level), and “vertical” flight refers to flight traveling substantially radially outward from or inward toward the earth's center. It should be understood by those having ordinary skill that trajectories may include components of both “horizontal” and “vertical” flight vectors. Although the invention has been described and illustrated with respect to illustrative implementations thereof, the foregoing and various other additions and omissions may be made therein and thereto without departing from the spirit and scope of the present disclosure. | 46,473 |
11858626 | DETAILED DESCRIPTION In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. It will be understood by those skilled in the art, however, that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the present invention. Among those benefits and improvements that have been disclosed, other objects and advantages of this invention will become apparent from the following description taken in conjunction with the accompanying figures. Detailed embodiments of the present invention are disclosed herein. It is to be understood, however, that the disclosed embodiments are merely illustrative of the invention that may be embodied in various forms. In addition, each of the examples given in connection with the various embodiments of the invention which are intended to be illustrative, and not restrictive. The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and method of operation, together with objects, features, and advantages thereof, may best be understood by reference to the following detailed description when read with the accompanying drawings. The figures constitute a part of this specification and include illustrative embodiments of the present invention and illustrate various objects and features thereof. Further, the figures are not necessarily to scale, some features may be exaggerated to show details of particular components. In addition, any measurements, specifications and the like shown in the figures are intended to be illustrative, and not restrictive. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. Further, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. Because the illustrated embodiments of the present invention may for the most part, be implemented using electronic components and circuits known to those skilled in the art, details will not be explained in any greater extent than that considered necessary, for the understanding and appreciation of the underlying concepts of the present invention and in order not to obfuscate or distract from the teachings of the present invention. Any reference in the specification to a method should be applied mutatis mutandis to a system capable of executing the method. Any reference in the specification to a system should be applied mutatis mutandis to a method that may be executed by the system. Any arrangement of components to achieve the same functionality is effectively “associated” such that the desired functionality is achieved. Hence, any two components herein combined to achieve a particular functionality may be seen as “associated with” each other such that the desired functionality is achieved, irrespective of architectures or intermediary components. Likewise, any two components so associated can also be viewed as being “operably connected,” or “operably coupled,” to each other to achieve the desired functionality. Furthermore, those skilled in the art will recognize that boundaries between the above described operations merely illustrative. The multiple operations may be combined into a single operation, a single operation may be distributed in additional operations and operations may be executed at least partially overlapping in time. Moreover, alternative embodiments may include multiple instances of a particular operation, and the order of operations may be altered in various other embodiments. Throughout the specification and claims, the following terms take the meanings explicitly associated herein, unless the context clearly dictates otherwise. The phrases “in one embodiment,” “in an example embodiment,” and “in some embodiments” as used herein do not necessarily refer to the same embodiment(s), though it may. Furthermore, the phrases “in another embodiment,” “in an alternative embodiment,” and “in some other embodiments” as used herein do not necessarily refer to a different embodiment, although it may. Thus, as described below, various embodiments of the invention may be readily combined, without departing from the scope or spirit of the invention. In addition, as used herein, the term “or” is an inclusive “or” operator, and is equivalent to the term “and/or,” unless the context clearly dictates otherwise. The term “based on” is not exclusive and allows for being based on additional factors not described, unless the context clearly dictates otherwise. In addition, throughout the specification, the meaning of “a,” “an,” and “the” include plural references. The meaning of “in” includes “in” and “on.” It will be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, without departing from the scope of the present disclosure. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It will be understood that when an element such as a layer, region, or substrate is referred to as being “on” or extending “onto” another element, it can be directly on or extend directly onto the other element or intervening elements may also be present. In contrast, when an element is referred to as being “directly on” or extending “directly onto” another element, there are no intervening elements present. Likewise, it will be understood that when an element such as a layer, region, or substrate is referred to as being “over” or extending “over” another element, it can be directly over or extend directly over the other element or intervening elements may also be present. In contrast, when an element is referred to as being “directly over” or extending “directly over” another element, there are no intervening elements present. It will also be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present. Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element, layer, or region to another element, layer, or region as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The use of introductory phrases such as “at least one” and “one or more” in the claims should not be construed to imply that the introduction of another claim element by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim element to inventions containing only one such element, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an.” The same holds true for the use of definite articles. Unless stated otherwise, terms such as “first,” “second,” etc. are used to arbitrarily distinguish between the elements such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other prioritization of such elements. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage. A diagram illustrating an example autonomous air vehicle (AAV) package or payload package delivery system enroute to a target destination is shown inFIG.1. The components of the AAV system, generally referenced10, comprises the AAV12having a tether14supporting a payload18(e.g., package, etc.) via an attachment and release mechanism16. The AAV12may comprise any suitable fixed wing, non-fixed wing, or rotary wing aircraft such as a quadcopter or drone. The release mechanism16functions to release the payload18either by a signal generated by an onboard flight computer in the AAV or in accordance with one or more sensors coupled to the tether or the AAV. The mechanism of the present invention obviates the need to hover above the delivery location (i.e. target destination)19, land on it, deploy the payload with a parachute (or other protective mechanism such as a shell, cushion, etc.), or match the velocity with that of the target destination in the case of a vessel for example. The mechanism drastically reduces the time needed for payload deployment, ensures the payload touchdown is smooth, and allows winged aircraft to perform deployments that only rotary wing aircraft were able to perform. The present invention provides a mechanism that enables fixed or nonfixed-wing aircraft to smoothly deploy payloads without dropping them and without requiring the aircraft to land. In one embodiment, an air vehicle such as a multicopter, hybrid UAV having both rotary and fixed wing lift, etc. fitted with the mechanism lowers the payload to smoothly touchdown in a matter of seconds without the need of a prolonged hover above the destination or landing on it. A hybrid fixed-wing rotary wing aircraft would not have to fully transition to hovering mode to deploy the payload. Air cargo deliveries are thus much more efficient. In another embodiment, the payload hangs from a tether which may comprise a rope, cable, pendulum, or robotic arm that is extended prior to arrival to the target destination (i.e. delivery point or deployment location). The hanging payload is made to begin swinging in a controlled and coordinated manner with the trajectory of the autonomous air vehicle such that the payload arrives at the delivery point at zero or near zero velocity relative to it, while the vehicle maintains its forward movement. The payload is released from the tether at substantially the exact moment when the payload touches or is about to touch the ground (or comes ‘close enough’ to it). It is noted that the ‘ground’ may actually be a moving platform or a platform on water, e.g., vessel, etc. Note that the term “tether” is used to refer to the deployment mechanism and is intended to include not only rope or cable but also any multiple link arrangement (actuated or not) such as a robotic arm although underactuated. The tether could have an arbitrary number of rigid, flexible, or elastic links, and each joint may or may not be actuated. Note that the actuation may be at the origin or middle via a joint actuator or may be propulsive (e.g., propeller/cold-gas thruster, etc.). In addition, the tether may comprise an elastic material or formed by one or more links. The movement of the tether may comprise torsion, elongating or elliptical oscillations including swinging in any direction such as sideways. Note further that the swinging may comprise a single swing that is not pendulum-like, where the physical behavior may not resemble a classic pendulum model, such as a circular or ellipsoidal motion. The payload is not necessarily dropped on the ground but could be dropped on water, a floating platform. The release point could be either static or moving (e.g., on a ship). A key advantage of the mechanism of the present invention is that it makes it completely unnecessary for the aircraft to hover above the deployment location, to match the velocity, to land or to attach any air-drag device (e.g., parachute, etc.) to the payload. For hybrid fixed-wing, rotary-wing aircraft, the mechanism makes it unnecessary to transition to rotary wing mode. In addition, the mechanism does not require whatsoever the attachment of parachutes to the payload or any other modification to the payload. Another benefit is the resultant smooth touchdown provided by the deployment maneuver. In addition, the mechanism allows for increased payload weight and range for a given amount of power or energy. The deployment of the payload is performed much quicker, in the event the space above or around the deployment location is hazardous. Note that the invention is applicable to drone deliveries but may work as well for disaster relief, military and other applications in which quick and accurate payload deployment is necessary or desired. A high level block diagram illustrating the components of an example autonomous air vehicle (AAV) is shown inFIG.2. The autonomous air vehicle20, comprises several components including an onboard flight computer34, propulsion unit24(e.g., electric motors engines, etc.), propulsion control22(e.g., motor drive circuitry), a plurality of onboard sensors26(e.g., lidar, radar gyroscope, accelerometer, barometric pressure sensor, altimeter, cameras, etc.), power supply circuit28and battery30, tether control unit46, GPS receiver42and antenna44, and wired/wireless communication unit32(e.g., USB, Ethernet, serial UART, Wi-Fi, RF links, etc. The onboard flight computer34comprises a scheduler40and optimizer36which executes the deployment maneuver38. In one embodiment, the AAV does not specifically require a Global Navigation Satellite System (GNSS) such as GPS42. It does, however, require some kind of autonomous navigation mechanism whether GNSS or other system based. Note also that in one embodiment, as described supra, the optimizer may comprise a neural network. In addition, the trajectory generation might be done on-board or remotely (i.e. off-board) and then uploaded to the AAV. Further, the AAV may be fully remotely controlled by an off-board computer during the maneuver. In the latter case, this may be accomplished utilizing 5G networks and an internet connection via satellite such as Starlink or oneWeb. A high level block diagram illustrating the components of an example tether portion of an AAV is shown inFIG.3. The tether50comprises several components including an extension motor52, release mechanism54, one or more sensors56, and one or more actuators58. With reference toFIGS.1,2and3, the autonomous air vehicle (AAV) is operative to deliver the payload (i.e. cargo) to the target destination. Note that the autonomous air vehicle may also be referred to as unmanned aerial vehicle (UAV), unmanned air system (UAS), aircraft, or simply as drone. In practice, the autonomous air vehicle may comprise any type of aircraft having any size (e.g., rotary-wing, multicopter, fixed-wing, foldable wing, lighter-than-air, gyroplane, or any hybrid of the types enumerated supra). In addition, the autonomous air vehicle may be manned or unmanned, but the deployment maneuver is preferably autonomous as it is likely too challenging and complicated for a human pilot to perform. In one embodiment, the tether14is an extendable-retractable link connecting the AAV12and the payload18that permits relative movement between them (namely, “pendulum” motion). Alternatively, the tether may comprise a mechanism that resembles a robotic arm as described in more detail infra. The payload18is the object to be delivered to the target destination. The mechanism attempts to keep the modifications to a conventional cardboard box to a minimum. Some modifications, however, may be needed for aerodynamic purposes, for ease of releasing the payload or for propulsion/actuation of the tether. In addition, there may be more than one payload delivered per trip depending on the weight and dimensions of the different payloads, as well as the capabilities and characteristics of the AAV. The release mechanism16is responsible for disengaging the tether and the payload. In on embodiment, the mechanism may comprise a loaded spring, electromagnet or pyrotechnical assembly, for example. Because this part is located at the end of the tether it may be fitted with sensors or actuators to ensure the smoothest and most reliable possible release. The flight computer is an onboard computer responsible for the guidance navigation and control of the AAV. It typically also performs sensor acquisition and fusion and controls communication both wired and wireless. This computer generates the so called “deployment maneuver” trajectory described in more detail infra. In one embodiment, the AAV is also equipped with various types of sensors including pose, velocity, and location estimation sensors examples of which include video cameras, event cameras, stereo cameras, depth cameras, lidars, ground proximity sensors, inertial measurement unit (IMU), Global Navigation Satellite System (GNSS), air-speed indicator, altimeter, etc. In addition, the AAV may also be equipped with one or more meteorological sensors including for example a sun sensor, temperature sensor, barometric pressure sensor, and humidity sensor. The AAV may also comprise one or more self-monitoring sensors including for example temperature sensors, current sensors, motor tachometer sensors. The tether and release mechanism may comprise angle encoders and tension sensors for the tether, and inertial measurement unit (IMU), airspeed and ground proximity sensors on the release mechanism. In one embodiment, a required parameter is an estimate of the angle of the tether. This parameter can be directly measured with an encoder placed on the tether joints or with vision via a camera pointed downwards towards the payload, or tether), or by estimation (e.g., with a Kalman filter or neural network). In addition, in one embodiment, the angle(s) of the tether need to be measured or estimated. This can be done using any suitable sensor(s), vision equipment, or by estimating and/or measuring other parameters of the AAV tether mechanism such as acceleration, attitude, and linear and angular velocity. The optimizer36is the algorithm executed by the onboard flight computer which generates the deployment maneuver38. In one embodiment, the deployment maneuver is a series of state vectors that describe over time and with a preset time interval the AAV and tether pose, location, and velocity, as well as the required control signals needed to achieve that trajectory. In one embodiment, the resulting trajectory is computed remotely and uploaded to the AAV before or during the flight in real time. Note that the flight computer optimizer34may comprise a neural network for determining the trajectory whereby the neural network controls the flight pattern throughout the deployment maneuver. The scheduler40is a program that controls the different phases of the payload delivery procedure. This program initiates the execution of the deployment maneuver and switches to the next phase once it is complete. As described supra, the autonomous air vehicle (AAV) through a series of velocity changes causes the hanging payload to swing in a pendulum-like manner. In one embodiment, the oscillations could be generated with actuators or a propulsive module located on the tether. The swinging action could also take advantage of and utilize any elasticity in the tether. The generated trajectory is such, that exactly at the desired deployment point, at zero (or almost zero) height, the payload will have a relative speed of zero (or almost zero) both vertically and horizontally with respect to the deployment target (e.g., ground, moving platform, on water, etc.), and at that point the tether is disconnected from the payload, thus gently and smoothly laying the payload down at the target destination. Note that all this occurs without the need of the AAV to cease moving forward. In one embodiment, the AAV can be controlled using neural networks during the deployment maneuver and/or to estimate the tether angles. These neural networks could be trained with simulations in virtual environments using various well-known techniques such as reinforcement learning. In another embodiment, the trajectory taken by the AAV could be computed remotely, and updated on the fly using communication networks such as 5G and satellite internet constellations such as OneWeb or SpaceX's Starlink. Note that 5G networks can be used for remotely controlling the AAV in realtime. Computing the trajectory and uploading it to the AAV can be performed using any suitable network. The use of 5G or Starlink is advantageous because of their low latency but any suitable network can be used. Note that in one embodiment, the trajectory is computed remotely and uploaded to the AAV but the onboard computer controls the AAV. In an alternative embodiment, the AAV is remotely controlled using the communication network. An example illustrating the phases of the operation of delivering a payload will now be described. A diagram illustrating an example AAV dispatched carrying a payload is shown inFIG.4A. initially, the AAV60is loaded with one or more payloads62, e.g., packages, and is dispatched carrying the one or more payloads enroute to the target destination64, also referred to as the drop point, drop zone, deployment location, etc. A diagram illustrating an example AAV with its tether extended before arriving at the destination is shown inFIG.4B. Several tens or hundreds of meters before arriving at the destination, the tether68is extended. A release mechanism66is operative to release the payload62in response to a release signal generated by the onboard flight computer or in the tether or release mechanism itself depending on the particular implementation. Note that the payload and tether is at an angle to the normal due to the forward motion of the AAV. This, however, does not necessarily have to be the case. The tether may be at any angle as long as the relative velocity of the payload (i.e. relative to the dropping point) is zero. For example, if the drone is climbing, the tether may be at some angle or if the target is a vessel on water it could have some vertical speed due to wave action. In one embodiment, the release mechanism has autonomy provided by its own computer to do fine corrections to the movement of the AAV, especially if it comprises an actuator. Otherwise, the release can be controlled centrally from the flight computer. A diagram illustrating an example AAV making a series of accelerations and decelerations before arriving at the destination is shown inFIG.4C. At approximately 50 meters before arriving at the deployment location64, at a height of approximately 10-15 meters, through a series of abrupt accelerations and decelerations, the payload62and tether68begins swinging in a pendulum like manner in order to induce oscillations on the tether. In this stage the AAV induces or generates oscillations on the tether using any suitable mechanism such as generating a series of tuned accelerations and decelerations. A diagram illustrating an example AAV just before and after payload delivery whereby the payload has zero ground speed is shown inFIG.4D. In this phase, the AAV programs its trajectory such that at the moment the payload touches down at the destination64, its speed is approximately the opposite that of the payload62. This means that the payload has a zero or near zero ground speed at the point when it gently touches the destination (e.g., ground, etc.). At that precise moment the payload is released via the release mechanism66. Note that the AAV may need to carry the payload extended from the tether for a distance of several tens/hundreds of meters. This requires a feasible path without obstacles in its way. In addition, the area around the deployment location is preferably clear of people because the swinging payload could present a hazard in some situations. In an alternative embodiment, the tether can be made of a single stage or multiple stages. Each stage of the tether may be soft (e.g., a thread, rope, strong, etc.) or rigid (e.g., a rod, pipe, arm, etc.) or a hybrid mechanism made of a combination of soft and rigid components. The tether could also comprise a mesh of threads that constrain the swinging movement to certain axes or shapes. Further the tether may comprise one or more passive or actuated joints. In this case, the oscillations (i.e. pendulum swings) may be generated either by (1) changes in speed of the AAV, (2) motors on the axes of the tether, or (3) dedicated propulsion at the joints. In addition, the tether or each of its links may have a constant length or a variable length, i.e. may be foldable, retractable, telescopic or elastic. The oscillations induced in the payload and tether may be planar, elliptic or torsion in nature. Further, sensors such as ground proximity sensors may be added to the end actuator, or tension sensors may be added to the tether material to aid in generating trajectory corrections. In addition, to a pendulum or a multi joint pendulum, in one embodiment, the deployment mechanism may comprise a robotic arm. In this case, the robotic arm may be installed at the end of the tether or may replace the tether while still maintaining pendulum-like motion. Note that in one embodiment, the trajectory of the AAV and payload could be generated offline by the optimizer and followed or regenerated in real time or near real time using a model predictive controller (MPC). The deployment maneuver could also be performed using well-known reinforcement learning techniques with or without a neural network. A flow diagram illustrating an example AAV based payload delivery method is shown inFIG.5. Initially, the process begins by loading one or more payloads onto the AAV and connecting them to the release mechanism (step70). At this point, the tether is in the fully retracted position. Delivery parameters are then fed to the onboard flight computer (step72). Delivery parameters may include the drop-off point location for each payload, digital terrain model (DTM) or other model of the drop-off locations and surroundings, payload mass and aerodynamic coefficients, meteorological data, long term flight path, etc. Some or all of these parameters could be updated and/or sensed/calculated by the AAV during the flight or remotely uploaded either for the first time or as an update. These parameters may or may not be shared with a centralized flight control entity. Thus, taking into account the delivery parameters, the flight plan is then generated. Once the flight plan is generated, and after coordinating with the traffic control entity (if any) and obtaining clearance therefrom, the AAV is launched either vertically from a runway or with the aid of a catapult (step74). Once launched, a notification may be sent to the one or more recipients informing them of the impending delivery. The AAV then flies towards the first (or next) destination or drop off point (step76). Note that alterations from the original flight plan may be required due to traffic, meteorological conditions or airspace control requests. These alterations could be generated autonomously or remotely. At a certain distance (e.g., 10, 100, or 1000 meters) before arriving at the drop off point (step78), the surrounding area is observed and analyzed by the flight computer utilizing one or more of the onboard sensors. The computer analyzes the sensor data received for obstacles and hazards such as objects that may generate turbulences under the prevailing wind conditions. It is then determined whether a reconnaissance fly-over is required (step80). If (1) the visibility along the trajectory is impaired for some reason to the degree that the AAV cannot properly observe the area surrounding the designated drop off point, (2) the flight computer does not have sufficient a priori information about the area around the drop-off point, or (3) it is not possible to generate the deployment maneuver for any reason, then the onboard flight computer may decide to perform a reconnaissance maneuver by flying above the drop off point and its surrounding area (step82). This fly-over maneuver is intended to acquire relevant data and visually analyze the surrounding area of the drop off point while looking for obstacles or hazards. The data gathered may be used for future deliveries to the same area. At the completion of this maneuver it is determined whether the deployment maneuver can be carried out or not (step84). If for some reason the deployment maneuver cannot be executed, such as high, gusting or turbulent winds, or a clear path cannot be found, other alternative actions may be carried out such as landing, lowering the payload in a crane like mode, or aborting any attempt at deployment for that drop off point (step86). If the deployment maneuver can be executed, then the flight computer prepares for it by entering a stage in which the optimizer generates a trajectory based on the environmental characteristics of the area surrounding the drop-off point (i.e. obstacles, wind, terrain, etc.). Once the trajectory is generated, the AAV proceeds to the initiation point of the trajectory while extending the tether (step88). In one embodiment, preparations for the deployment maneuver (step88) include: (1) generating the deployment maneuver trajectory; (2) extending the tether which may be a cable/rope or robotic arm; and (3) flying to the beginning point of the trajectory (can be done simultaneously with step no 2). Note that the generating the deployment maneuver trajectory step above may fail in the event the trajectory is not feasible under the provided parameters and constraints, and consequently, the optimizer fails to plan a trajectory. Note also that if the tether is some kind of cable, its length could be a parameter that is optimized by the optimizer or other trajectory generator. Executing the deployment maneuver is a critical part of the flight. The onboard flight computer generates flight control signals such that the AAV performs the generated trajectory (step90). Note that depending on the configuration, the trajectory may have to be regenerated in real time to compensate for disturbances previously unaccounted for. As described supra, the flight computer may employ one or more neural networks that controls and adjusts the flight pattern of the AAV throughout the deployment maneuver including estimating tether angles. The optimizer ensures that the position of the payload will at some point be exactly or near exactly on the drop-off point at substantially zero velocity. When that moment occurs, the release mechanism on the tether is activated and the payload is gently laid on the ground. After the execution, the AAV proceeds to the next drop off point (step76) if there are additional payloads to deliver (step92) or otherwise returns back to its base (step94) if there are none. The generation of the deployment maneuver will now be described in more detail. In one embodiment, the generation of the deployment maneuver is approached as a multi-phase constrained optimal control problem (OCP) in which the optimization vector is a constant amount of points in the state space that represents the trajectory. This vector is initialized with the values of a recent trajectory to speed up the optimization process and to reduce the chances of convergence to undesired local minima. This is done in the case of an execution scheme based on the successive regeneration of trajectories as done with MPCs. The cost function to be minimized reflects the overall maneuver duration and the speed at the release moment. The weights of the different parameters are tweaked, in order to achieve a satisfactory behavior. The constraints include the dynamic model of the AAV and the tether. This is a set of ordinary differential equations (ODEs) that describes the propagation in time of the state. The state vector includes the pose and velocity of the AAV and the pose and velocity of the pendulum formed by the tether and the payload attached to it. The model includes the effects of aerodynamic drag which are not considered negligible given the relative high speeds of the deployment maneuver. The ordinary differential equations vary according to the type of aircraft that act as the AAV. For example, fixed-wing dynamic equations differ from rotary-wings equations. Another constraint is the “drop constraint,” which enforces that when the payload is on the location of the drop off spot, its height, as well as its vertical and horizontal velocities, must be zero relative to the target destination. The “ground constraint,” which enforces that during the whole trajectory, both the AAV and the payload maintain a safe clearance distance from the ground and never below it. This constraint has the exception that the payload is allowed to be closer to the ground when it is close to the drop off point. This constraint also ensures clearance of other obstacles in the proximity of the drop off location. The “box constraints” function to limit the various components of the state vector and control signals to realistic and safe values such as maximum thrust or tilt angle. The “start and end conditions” help the optimizer reach the desired solution. An example of such a constraint would be to initiate the trajectory at a location before the drop off point, and finish behind it. This ensures not converging to an undesired local minimum in which, for example, the AAV attempts to fly backwards after releasing the payload. It is noted that the computed trajectory may not be feasible meaning that the optimizer may fail to converge and generate a trajectory that conforms to all the applied constraints. This may happen for several reasons. Several hypothetical examples of the trajectory failing to converge are provided below. In a first example, the AAV is a rotary wing aircraft and its thrust is too weak to hold its own weight airborne. In a second example, the payload has a relatively high aerodynamic drag coefficient which makes it lean backwards when hanging from an extended tether, even at the lowest speed the AAV is capable of flying at. This means that the AAV is not capable of flying slow enough to cause the pendulum to swing forward from the neutral point without stalling. This happens very close to the ground so generating a maneuver which requires purposely stalling is not an option. Or the maneuver cannot be performed without the addition of some kind of actuation to the tether as described supra. In a third example, the tether is placed far away from the center of mass of the AAV and the latter is not able to counteract the torques exerted by the former. In a fourth example, several obstacles obstruct the access to the drop-off point in a way the AAV is not capable of maneuvering around to avoid them and accomplish the payload release smoothly. Utilizing the method described herein, there are two ways to achieve a successful execution of the deployment maneuver. It is noted that attempting to execute the offline generated trajectory as is, simply by feeding the generated control signals to the different actuators on the AAV is typically insufficient. This is because despite the best efforts to properly model the AAV, there typically are disturbances that are unaccounted for, inaccurately measured parameters, or models based on imprecise approximations. Therefore, there are in general two ways to achieve the desired execution: (1) generating the trajectory a priori with safety margins included, e.g., assuming the thrusters are weaker that they are in reality, and feeding the desired trajectory as a reference to another controller which operates in a closed loop manner, e.g., proportional integral derivative (PID), model predictive control (MPC), nonlinear feedback control, etc.); and (2) feeding the generated control signals to the different actuators on the AAV, but regenerating the trajectory iteratively whereby at each iteration, the initial conditions are updated according to the state estimation of the flight computer, measured by the various onboard sensors. This second scheme is effectively a nonlinear MPC. To achieve this, the optimizer has the capability of regenerating the trajectory in real time. It is noted that other options include not generating any maneuvers offline a priori but rather utilizing well-known techniques of reinforcement learning, neural networks or other machine learning based techniques to execute the deployment maneuver. Note also that the releasing signal is generated by the optimizer. This signal, however, may be overridden by a sensor in the tether or the AAV that signals when the payload has touched the target destination (e.g., the ground) or is close enough to it. An example is provided to illustrate the execution of an example deployment maneuver. The example shown is the result of a trajectory generated for typical set of parameters for an AAV comprising a multicopter (i.e. a drone). A diagram illustrating an example AAV approaching a drop point and extending its tether is shown inFIG.6A. At this point, the AAV60has its tether68extended and is connected to the payload62via the release mechanism66. The AAV is approaching the target destination drop point64. At approximately 60 meters, the tether is extended and the payload is hanging from the tether. Note that the payload is pulled backwards due to the aerodynamic drag from the forward motion of the AAV. A diagram illustrating an example AAV beginning its final descent towards the drop off point and initiates swinging motion is shown inFIG.6B. Here the AAV60begins its descent towards the drop-off point and begins swinging the payload62at the end of the tether68in a pendulum like manner by accelerating and/or decelerating. A diagram illustrating an example AAV right before touchdown of the payload where the payload decelerates until its ground speed is close to or at zero is shown inFIG.6C. During the last few moments right before touch down, the AAV maneuvers such that the payload decelerates until its ground speed is close to zero. The deceleration causes the payload (i.e. the pendulum) to swing forward. It is important to note that only the payload and not the AAV that has zero speed, i.e. zero velocity relative to the dropping point which is not necessarily the ground and is not necessarily stationary. A diagram illustrating an example AAV at point of touchdown of the payload is shown inFIG.6D. At this point, the payload touches down at the designated drop-off point at zero or near zero ground speed. A diagram illustrating an example AAV60releasing the payload is shown inFIG.6E. At the moment the payload touches down at the target location, the payload62is released from the tether68by sending an appropriate signal to the release mechanism66. A diagram illustrating an example AAV continuing its flight after releasing the payload is shown inFIG.6F. Once the payload is released, the AAV continues its flight by gaining altitude to remain clear of obstacles while the payload remains at the designated drop-off location. The AAV continues to the drop-off location of other payloads it may be carrying. Note that in practice, the trajectory typically needs to be regenerated in real time to adjust for deviations that accumulate during the execution, i.e. model predictive control (MPC), or if possible, enforced as originally generated. As described supra, a reinforcement learning approach could also be implemented to accomplish the deployment maneuver as well. The inventor has constructed and run simulations of the deployment maneuver in which the AAV is modeled as multicopter and the tether is a passive single link pendulum. The simulation runs an offline generated trajectory. The inventor performed simulations which included successfully executing maneuvers with similar principles. The problem was solved in two-dimensions (2D) in order to save computational resources. It is appreciated, however, that a fully three-dimensional (3D) approach could be implemented by one skilled in the art. The dynamic model including a pendulum is described below. Note that it is not critical whether the tether is rigid or not because the tension on it remains positive throughout the whole maneuver. The dynamic model is described by the following equations presented below. The translational motion of a multicopter in inertial reference frameis described by v˙=1m(fthe3-fD(v))-ge3(1) where∈SO(3) transforms the force exerted by the AAV motors fthfrom body frameto. Parameter g is the gravity acceleration, e is the standard basis, m is the total system mass, and fD(v) is the aerodynamic drag force, which is given by fD(v)=ρCDA∥vAS∥2{circumflex over (v)}AS(2) In Equation 2, CDis the aerodynamic drag coefficient and A is the cross-section area of the AAV, both of which are assumed to be constant scalars. Constant ρ is the air density, vASis the air speed, which is defined by v−vwind(i.e. the difference between the AAV and the wind velocities), and {circumflex over (v)}ASis a unit vector pointing in the direction of vAS. The translational dynamics of the AAV model are described in Equations 1 and 2. The system relies on a nonlinear controller which controls the multicopter rotors in such a way that the pitch angle behaves as a first-order linear system. Namely, its dynamic model is given by {dot over (θ)}=Kθ(θref−θ) (3) where θ is the actual pitch angle of the multicopter, Kθis the (empirically determined) pitch angle transient factor, and θrefis the reference pitch angle of the multicopter, which is a control input signal. This layered architecture permits the simplification of the model and avoids the need to model more complex features, such as the electric motors or the aerodynamic behavior of the propellers, thus lowering the computational requirements. In one implementation, the mechanism of the present invention relies on an architecture in which there is an underlying nonlinear state controller which controls the AAV's thrusters in such a way that the tilt angle can be considered to behave as a first order system. This architecture is not mandatory and the motor's model might be added to the dynamic model of the whole system. The OCP might also be solved for this as well. In order to add the effects of the pendulum to the dynamic model, the aerodynamic drag of the payload fD_payload, as well as the centrifugal force exerted by its swinging motion are added to Equation 1. The aerodynamic drag is identical to that described in Equation 2 (and indeed is summed to it), except, that in this case VASis the payload airspeed which is given by vAS_payload=vAS_AAV+ωL(4) where vAS_payloadis the payload airspeed, vAS_AAVis the vehicle or AAV airspeed, ω is the angular velocity of the tether (i.e. the pendulum) and L is its length. The centrifugal force component is given by ω2Lmpayload. The angular velocity of the pendulum ω is described by an ordinary differential equation that contains the sum of all the torques that act on the pendulum: (1) the torques cause by tangential components of earth's gravity, (2) the AAV's thrust, and (3) the aerodynamic drag. Thus ω˙=gsinβL+fthsin(β+θ)LmAAV+fD_pyldLmpyld(5) For the example provided herein the following parameters were used: the trajectory is made of 100 intervals; the AAV weighs 5.5 kg and has a moment of inertia of 0.384 kgm2around the pitch axis; the AAV has sufficient thrust to lift 19.5 kg but the trajectory was generated assuming it can produce only 80% thereof; the payload weighs 5 kg and it has an aerodynamic drag coefficient of a cube with dimensions 30 cm×30 cm×30 cm; and the tether is 3 m long and it hangs from the center of mass of the AAV without it exert any torque on it. In addition, the trajectory had the following box constraints: the AAV tilt angle θ was limited to 90° (it cannot point the thrust downwards); the tether angle θ was limited to a swing range of ±45°; the trajectory was forced to begin at least 40 m before the drop off point and at most 140 m before it; the trajectory was also forced to finish at least 5 m past it; the maximum altitude was limited to 200 m above the drop-off point through the trajectory but it was forced to begin at a maximum of 10 m height and finish at a height of at least 4 m. The corresponding structures, materials, acts, and equivalents of all means or step plus function elements in the claims below are intended to include any structure, material, or act for performing the function in combination with other claimed elements as specifically claimed. The description of the present invention has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the invention in the form disclosed. As numerous modifications and changes will readily occur to those skilled in the art, it is intended that the invention not be limited to the limited number of embodiments described herein. Accordingly, it will be appreciated that all suitable variations, modifications and equivalents may be resorted to, falling within the spirit and scope of the present invention. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated. | 46,652 |
11858627 | DETAILED DESCRIPTION The present invention is described below in detail in combination with the drawings and embodiments. Embodiment 1 It is assumed that a UAV serves 6 ground sensors which are randomly distributed. The UAV flies at a fixed altitude H=100 m with a maximum flight speed Vm=50 m/s. One cycle T is fixedly divided into N=60 time slots. The coordinates of the sensors are expressed with a matrix as L=[−1100,500;−425,400;600,1100;200,200;800,−400;−700,−600]T. Additive white gaussian noise (AWGN) at the receiving end of the UAV is σ2=−110 dBm, and power gain of reference distance is p0=−60 dB. The transmission power of the ground sensors is PA=0.1 W. If the UAV flies above the sensors, the channel power gain is hi[n]=ρ0H2,∀i∈SI. In the case, the information transmission rate Rui[n] in formula (1) is the maximum, and the maximum is Rui[n]=9.9672 bps/Hz. For the parameters in formula (3), the parameter values of the classic rotary-wing UAV is taken in embodiment 1: blade angular velocity Ω=300 r/s; rotor radius r=0.4 m; fuselage drag ratio d0=0.6; air density ρ=1.225 kg/m3; rotor solidity s=0.05; rotor disc area A=0.503 m2; mean rotor induced velocity v0=4.03 m/s. Then, in formula (3), the velocity that minimizes the propulsion power P(V) is Vmin=10.0125 m/s. In this scenario, the present invention assumes that each sensor needs to transmit the same amount of data and has the same energy constraints. Namely, Bi=B and Ei=E. The above parameters are substituted into the optimization problem (7) for solving, to obtain the trajectory design for maximizing energy efficiency proposed in the present invention, as shown inFIG.2, and the corresponding flight speed is shown inFIG.3. The UAV flight trajectory is relatively smooth, and the flight speed changes little and fluctuates around the minimum energy speed Vmin. When B=50 bps/Hz, the UAV only flies within a small range. When B becomes larger than 130 bps/Hz, the flight distance and flight time of the UAV become larger. The UAV hovers near user 2 and User 4 for a period of time. The purpose is to maintain good channel quality and transmit more information while flying at minimum energy speed, so that the UAV can hover near the users. Embodiment 2 According to the design scenario of embodiment 1, in order to demonstrate the superiority of the present invention, this section proposes two other benchmark solutions and compares the performance. Solution 1: energy efficiency maximization solution (the present invention). Solution 2: flying—hovering solution. Solution 3: energy efficiency maximization solution under fixed circular trajectories. FIG.4andFIG.5respectively show the curves of flight cycle and energy efficiency changing with B. It can be seen that solution 1 has an obvious advantage in energy efficiency despite of longer flight cycle compared than solution 2. Compared with solution 3, in solution 1, the UAV has higher maneuverability and can fly to an appropriate position to communicate, so the cycle is shorter and the energy efficiency is higher. When B is increased, the flight cycles of the three solutions are increased, and the energy efficiency of solution 1 is decreased. This is because the UAV needs more time to transmit data to satisfy the increasing demand for B. In order to achieve high energy efficiency, a trade-off is needed between the total amountR({W},{t},{S}) of transmitted data and energy consumption E({W},{t}), and when the cycles are increased,R({W},{t},{S}) and E({W},{t}) are increased. When E({W},{t}) is increased faster, the energy efficiency is decreased. FIG.6andFIG.7further compare the curves of the flight cycles and energy efficiency changing with E in the three solutions. When E is increased, the energy efficiency of the three solutions is increased respectively. This is because as E is increased, the sensor has more energy to transmit data, and the trade-off between the total amountR({W},{t},{S}) of transmitted data and the energy consumption E({W},{t}) increasesR({W},{t},{S}) faster, so the energy efficiency is increased. This further explains that the present invention can effectively realize high energy efficiency green communication of the UAV. The above embodiments only express the implementation of the present invention, and shall not be interpreted as a limitation to the scope of the patent for the present invention. It should be noted that, for those skilled in the art, several variations and improvements can also be made without departing from the concept of the present invention, all of which belong to the protection scope of the present invention. | 4,637 |
11858628 | DETAILED DESCRIPTION Overview A vehicle such as a UAV that is equipped with cameras can be configured to autonomously navigate a physical environment using motion planning that is based at least in part on images captured by the cameras. In some cases, captured images are used to estimate depth to three-dimensional (3D) points in the physical environment. These depth estimates can then be used to generate 3D models of the physical environment through which a 3D trajectory (i.e., path of motion) can be planned that satisfies certain objectives while avoiding obstacles. In some situations, regions of the captured images may be unreliable for such purposes for a number of reasons. For example, certain objects with complex shapes such as trees with intermittent foliage may lead to uncertain and therefore unreliable depth estimates. To address these challenges, techniques are introduced herein for image space based motion planning of an autonomous vehicle. In an example embodiment, an image of a physical environment is processed to identify regions that are associated with a particular property such as depth estimates below a threshold level of confidence. FIG.1shows an example image160captured by an autonomous UAV in flight through a physical environment. As shown inFIG.1, the captured image is processed to identify certain regions164(represented by the hatched area) and166(represented by the solid area), for example, as represented in the region map162a. In the example shown inFIG.1, the two regions may be associated with different confidence levels for depth estimates made based on the captured image160. For example, region164may include pixels with depth estimates below a threshold level of confidence (i.e., invalid depth estimates) and region166may include depth estimates at or above the threshold level of confidence (i.e., valid depth estimates). A predicted or planned 3D trajectory of the autonomous UAV is then projected into the image space of the captured image, for example, as represented in a region map162aby the dotted line168a. The planned trajectory of the autonomous UAV can then be optimized based on an image space analysis of the relationship between the projection of the trajectory168and the identified one or more regions164and166in the captured image. The planned trajectory can be optimized based on a cost function that associates regions164and/or166with certain levels of risk of collision with physical object in the physical environment. For example, region164includes pixels with uncertain and therefore invalid depth estimates. Accordingly, an assumption can be made that traveling towards an area of the physical environment depicted in region164poses a greater risk (e.g., of collision) than traveling towards an area of the physical environment depicted in region166. By optimizing the planned trajectory to minimize an associated cost, the autonomous UAV is encouraged to fly towards areas with more certain depth estimates and therefore less risk of unforeseen collisions, for example, as indicated by projection of the optimized path168bdepicted in region map162b. Example Implementation of an Autonomous Vehicle In certain embodiments, the techniques described herein for image space motion planning can be applied to, as part of or in conjunction with, a visual navigation system configured to guide an autonomous vehicle such as a UAV.FIG.2shows an example configuration of a UAV100within which certain techniques described herein may be applied. As shown inFIG.2, UAV100may be configured as a rotor-based aircraft (e.g., a “quadcopter”). The example UAV100includes propulsion and control actuators110(e.g., powered rotors or aerodynamic control surfaces) for maintaining controlled flight, various sensors for automated navigation and flight control112, and one or more image capture devices114a-cand115cfor capturing images (including video) of the surrounding physical environment while in flight. Although not shown inFIG.2, UAV100may also include other sensors (e.g., for capturing audio) and means for communicating with other devices (e.g., a mobile device104) via a wireless communication channel116. In the example depicted inFIG.2, the image capture devices are depicted capturing an object102in the physical environment that happens to be a human subject. In some cases, the image capture devices may be configured to capture images for display to users (e.g., as an aerial video platform) and/or, as described above, may also be configured for capturing images for use in autonomous navigation. In other words, the UAV100may autonomously (i.e., without direct human control) navigate the physical environment, for example, by processing images captured by any one or more image capture devices. While in autonomous flight, UAV100can also capture images using any one or more image capture devices that can be displayed in real time and or recorded for later display at other devices (e.g., mobile device104). FIG.2shows an example configuration of a UAV100with multiple image capture devices configured for different purposes. As shown inFIG.2, in an example configuration, a UAV100may include one or more image capture devices114that are configured to capture images for use by a visual navigation system in guiding autonomous flight by the UAV100. Specifically, the example configuration of UAV100depicted inFIG.2includes an array of multiple stereoscopic image capture devices114placed around a perimeter of the UAV100so as to provide stereoscopic image capture up to a full 360 degrees around the UAV100. In addition to the array of image capture devices114, the UAV100depicted inFIG.2also includes another image capture device115configured to capture images that are to be displayed but not necessarily used for navigation. In some embodiments, the image capture device115may be similar to the image capture devices114except in how captured images are utilized. However, in other embodiments, the image capture devices115and114may be configured differently to suit their respective roles. In many cases, it is generally preferable to capture images that are intended to be viewed at as high a resolution as possible given certain hardware and software constraints. On the other hand, if used for visual navigation, lower resolution images may be preferable in certain contexts to reduce processing load and provide more robust motion planning capabilities. Accordingly, the image capture device115may be configured to capture higher resolution images than the image capture devices114used for navigation. The image capture device115can be configured to track a subject102in the physical environment for filming. For example, the image capture device115may be coupled to a UAV100via a subject tracking system such as a gimbal mechanism, thereby enabling one or more degrees of freedom of motion relative to a body of the UAV100. The subject tracking system may be configured to automatically adjust an orientation of an image capture device115so as to track a subject in the physical environment. In some embodiments, a subject tracking system may include a hybrid mechanical-digital gimbal system coupling the image capture device115to the body of the UAV100. In a hybrid mechanical-digital gimbal system, orientation of the image capture device115about one or more axes may be adjusted by mechanical means, while orientation about other axes may be adjusted by digital means. For example, a mechanical gimbal mechanism may handle adjustments in the pitch of the image capture device115, while adjustments in the roll and yaw are accomplished digitally by transforming (e.g., rotate, pan, etc.) the captured images so as to provide the overall effect of three degrees of freedom. The UAV100shown inFIG.2is an example provided for illustrative purposes. A UAV100in accordance with the present teachings may include more or fewer components than as shown. The example UAV100depicted inFIG.2may include one or more of the components of the example system1600described with respect toFIG.16. For example, the aforementioned visual navigation system may include or be part of the processing system described with respect toFIG.16. While the techniques for image space motion planning can be applied to aid in the guidance of an autonomous UAV similar to the UAV100depicted inFIG.2, such techniques are not limited to this context. The described techniques may similarly be applied to assist in the autonomous navigation of other vehicles such as fixed-wing aircraft, automobiles, or watercraft. Image Space Motion Planning The example process300begins at step302with receiving an image of a physical environment captured by an image capture device coupled to an autonomous vehicle. In some embodiments, the images received at step302are captured by an image capture device including one or more cameras, for example, similar to the image capture devices114and115associated with UAV100. In some embodiments, the processing system performing the described process may be remote from the image capture device capturing the images. Accordingly, in some embodiments, the images may be received via a computer network, for example, a wireless computer network. Use of the term “image” in this context may broadly refer to a single still image or to multiple images. For example, the received “image” may refer to captured video including multiple still frames taken over a period of time. Similarly, an “image” may in some cases include a set of multiple images taken by multiple cameras with overlapping fields of view. For example, the “image” received at step302may include a stereo pair of images taken by two adjacent cameras included in a stereoscopic image capture device such as the image capture device114shown inFIG.2. As another example, the “image” received at step302may include multiple images from an array of stereoscopic image capture devices (e.g., the array of image capture device114depicted inFIG.2) that provide up to a full 360 view around the autonomous vehicle. For example, as described with respect toFIG.9, a received image that includes a view around the autonomous vehicle may reside in an image space that is along a spherical plane surrounding the autonomous vehicle. Process300continues at step304with processing the received image to identify one or more regions in the image associated with a particular property. As will be explained in more detail, the “particular property” in this context may refer to some property that is indicative of or assumed to correspond with a particular level of risk or cost associated with travel by the autonomous vehicle into an area of the physical environment that corresponds to pixels residing in the region of the image. For example, the identified region may include stereo depth estimates below a threshold level of confidence (i.e., invalid estimates). Alternatively, the identified region may include pixels corresponding to a physical object such as a tree that has a complex shape which presents a higher risk of collision. Processing of the image at step304may involve application of one or more digital image processing techniques including computer vision techniques such as stereoscopic computer vision, object recognition, object pose estimation, object motion estimation, event detection, etc. FIGS.4-5describe an example process for identifying a region in the received image that includes depth estimates below a threshold level of confidence. Specifically,FIG.4is a flow chart of an example process400for image space motion planning of an autonomous vehicle. The example process400is described with respect to the sequence of images shown inFIG.5. One or more steps of the example process400may be performed by any one or more of the components of the example processing systems described with respect toFIG.16or17. For example, the process depicted inFIG.4may be represented in instructions stored in memory that are then executed by a processing unit. The process400described with respect toFIG.4is an example provided for illustrative purposes and is not to be construed as limiting. Other processes may include more or fewer steps than depicted while remaining within the scope of the present disclosure. Further, the steps depicted in example process400may be performed in a different order than is shown. Process400begins at step402with processing a received image502to estimate depth values for pixels in the image502. Depth estimates based on received images can be used for various purposes. For example, in some embodiments, depth estimates can be used to generate a 3D model of the surrounding physical environment. Further, by tracking a position and/or orientation relative to the 3D model, 3D paths can be planned that navigate the physical environment while avoiding obstacles. In this example process, depth estimates are utilized to identify regions of low confidence for the purpose of image space motion planning of an autonomous vehicle. In an embodiment, the image being processed in this example may include a stereo pair of images taken at the same time and/or a sequence of images with overlapping FOV taken at different times from different positions. Computer vision processes are applied to the received image to search for dense correspondence between the multiple images. The dense correspondences are then used to estimate a depth or distance to a physical object in the physical environment represented by pixels in the image. In some embodiments, this process may be performed for each of the pixels in the received image. A dense depth map504depicted inFIG.5visually describes the result of this depth estimation. As shown inFIG.5, the dense depth map504reproduces the spatial layout of the scene depicted in image502but includes a visual representation of an estimated depth value for each pixel. For example, the depth values may be thresholded and visually represented as one of multiple colors, shades, etc. For example, the depth map504depicted inFIG.5includes several regions of varying shades. Each region of a particular shade may represent a particular range of estimated depth values. A person having ordinary skill will recognize that the depth map504is included to illustrate the depth estimation step but that the techniques described herein do not necessarily require generation of such a depth estimate map. Notably, in many situations, it may be difficult to produce accurate depth estimations in certain regions of a given image. This is visually illustrated in the example depth map504by the blank region505. Accurate depth estimates may be difficult to attain for a number of reasons such as poor lighting conditions, physical objects with complex shapes, physical objects with uniform textures, issues with the image capture device, etc. For example, the image502shown inFIG.5is taken by a UAV following a human subject along a pathway lined by trees. Some of the trees along the pathway include many small and complex shapes in the form of branches and foliage. These complex shapes can lead to invalid depth estimates, particularly where the image capture device is in motion. Accordingly, process400continues at step404with determining a level of confidence in the estimated depth values. Confidence levels may be determined a number of different ways. For example, an estimated depth for a given pixel or set of pixels may be compared to other pixels (e.g., adjacent pixels or pixels corresponding to the same physical object), to past estimated depth values for the same pixel or set of pixels (e.g., over the 10 seconds), to measurements from other sensors (e.g., range sensors such as laser illuminated detection and ranging (LIDAR)), or any other method that may indicate a level of confidence in the estimated value. The level of confidence may be represented several different ways. For example, the level of confidence may fall within one of several categories (e.g., high, medium, low, etc.) or may be represented numerically, for example, as value on a defined scale. For example, confidence may be ranked on a scale of 0 to 1, with 0.0 to 0.4 indicating low confidence, 0.5 to 0.8 indicating medium confidence, and 0.9 to 1.0 indicating high confidence. Process400continues at step406with identifying a region of the image that includes estimated depth values below a threshold level of confidence. The threshold level of confidence may differ and will depend on the characteristics and requirements of the implementation. The threshold level of confidence may be static, user-configurable, variable based on conditions (visibility, speed of the vehicle, location, etc.), and/or may be learned through the use of trained or untrained machine learning. In some embodiments, the identified region may directly correspond, for example, to the region505depicted in the depth map504that includes invalid estimates. Alternatively, in some embodiments, the overall spatial relationship of the pixels having depth estimates below the threshold level of confidence may be analyzed to produce a “smoother” region that encompasses areas of the image with relatively high numbers of depth estimates below a threshold level of confidence. For example, the region505including all the interspersed invalid depth estimates in the depth map504may be analyzed to produce a region map506. For example, the region map506depicted inFIG.5includes a region508that is indicative of areas of the image502with invalid or lower confidence depth estimates and region510which is indicative of areas of the image502with higher confidence depth estimates. Stated otherwise, the region508includes or tends to include pixels associated with depth estimates below a threshold level of confidence. The manner in which the depth estimates are analyzed across an area of the image502to produce the region map506will differ depending on the characteristics and requirements of the implementation. The region map506shown inFIG.5is an example provided for illustrative purposes and is not to be construed as limiting. For example, the region map506shown inFIG.5is binary including only a valid region510and an invalid region508. In other embodiments, the calculated confidence levels may be thresholded to produce a gradient region map with multiple identified regions, each indicative of a particular range of confidence levels. FIGS.6-7describe an example process for identifying a region in the received image that includes pixels corresponding to certain physical objects. Specifically,FIG.6is a flow chart of an example process600for image space motion planning of an autonomous vehicle. The example process600is described with respect to the sequence of images shown inFIG.7. One or more steps of the example process600may be performed by any one or more of the components of the example processing systems described with respect toFIG.16or17. For example, the process depicted inFIG.6may be represented in instructions stored in memory that are then executed by a processing unit. The process600described with respect toFIG.6is an example provided for illustrative purposes and is not to be construed as limiting. Other processes may include more or fewer steps than depicted while remaining within the scope of the present disclosure. Further, the steps depicted in example process600may be performed in a different order than is shown. Process600begins at step602with processing the received image705to recognize or identify one or more physical objects depicted in the image and continues at step604with determining that the one or more physical objects as corresponding to a particular category or class of physical objects. For example, image704visually illustrates the identification of several objects in the scene of image702that are generally categorized as trees or plants as indicated by outline705. The process of identifying and classifying identified objects can be performed by comparing the captured images of such objects to stored two-dimensional (2D) and/or 3D appearance models. For example, through computer vision, an object may be identified as a tree. In some embodiments the 2D and/or 3D appearance models may be represented as a trained neural network that utilizes deep learning to classify objects in images according to detected patterns. Through a semantic segmentation process, pixels in the received image702are labeled as corresponding to one or more of the identified physical objects. For example, pixels can be labeled as corresponding to trees, vehicles, people, etc. The example process600continues at step606with identifying regions of the image that include pixels corresponding to particular identified physical objects. In an autonomous navigation context this step may specifically include identifying regions of the image that include identified objects that present a risk to an autonomous vehicle. For example, as previously mentioned, objects with complex shapes such as trees and/or objects that tend to move unpredictably such as vehicles, people, animals, etc. can be difficult to navigate around. Accordingly, step606may involve identifying regions of the image that include pixels corresponding to objects that fall into these categories. In some embodiments, the identified region(s) may directly correspond, for example, to the identified objects. For example, the identified region(s) of the image may include pixels falling within the outlined region705as shown inFIG.7. Alternatively, in some embodiments, the overall spatial relationship of the pixels corresponding to identified objects may be analyzed to produce a “smoother” region. For example,FIG.7shows a region map706that includes a region708that includes pixels corresponding to a particular category of physical object and a region710that does not include such pixels. The actual shape of region708at any given time may depend on a number of factors such as distance to identified objects, motion of identified objects, type of identified objects, etc. For example, an identified region of risk associated with a person in motion may extend beyond the outline of the person in a direction of the person's current motion. The manner in which pixels are analyzed across an area of the image702to produce the region map706will differ depending on the characteristics and requirements of the implementation. The region map706shown inFIG.7is an example provided for illustrative purposes and is not to be construed as limiting. For example, the region map706shown inFIG.5is binary, including only a valid region710and an invalid region708. In other embodiments, multiple regions may be included for category of identified object depicted in the image. Further, each region may be indicative of a different level of risk based on the type of object, motion of object, distance to object, etc. As previously alluded to, and as will be described in more detail, in some embodiments, costs are associated with the identified regions for the purposes of optimizing a motion plan. The cost value assigned to an identified region may be indicative of a level of risk associated with travel through a 3D portion of the physical environment corresponding to the identified region of the received image. In some embodiments, a “region” map (e.g., region map506or706) may also be referred to herein as a “cost function” map. For example, the regions508and708of cost function maps506and706(respectively) would be associated with a high cost while the regions510and710would be associated with a low cost. Again, in other embodiments, the cost map may include more than two regions with each region associated with a particular range of cost. The costs attributed to certain regions can, in some embodiments be learned through a machine learning process. The learned costs provide a measure of danger or undesirability for moving in a certain direction, and may incorporate implicit or explicit notions of depth estimation, structure prediction, time to collision, and general semantic understanding. Some formulations may also learn a notion of uncertainty. A sequence of multiple images can be used to learn implicit temporal cues, such as optical flow. Data to train such a system might come from acausal estimation of the scene geometry, such as from a voxel map or mesh reconstruction, or evaluation of executed paths against the objectives used to compute them. The above described techniques for identifying regions in a captured image are examples provided for illustrative purposes and are not to be construed as limiting. Other embodiments may identify regions having other properties such as low lighting, low contrast, high motion, etc., that may also be indicative of a level of risk or undesirability in moving in a certain direction. Returning toFIG.3, process300continues at step306with projecting a predicted trajectory of the autonomous vehicle into an image space of the received image.FIG.8Ashows an example representation of a UAV100in flight through a physical environment802. As shown inFIG.8A, the UAV100is inflight along a predicted 3D trajectory820from a current position to a predicted future position (as indicated by the dotted line UAV100). While in flight, the UAV100is capturing images of the physical environment802as indicated by the FOV dotted line810. Assuming that an image is captured facing along the predicted trajectory, that predicted 3D trajectory can be projected into a 2D image space of the captured image. For example,FIG.8Bshows an example representation of an image plane850of an image captured by the UAV100in flight through the physical environment802. The image plane850shown inFIG.8Bis based on the FOV of the UAV100indicated by dotted lines810inFIG.8A. As shown inFIG.8B, the 3D predicted trajectory820ahas been projected into the 2D image plane805as projected trajectory820b. The predicted 3D trajectory820aof UAV100depicted inFIG.8Amay be based on a current estimated position, orientation, and motion of the UAV100. For example, given current velocity/acceleration vectors of a UAV100(e.g., measured by an IMU), a predicted 3D trajectory can be calculated. Alternatively, or in addition, the predicted 3D trajectory may represent a planned 3D trajectory (i.e., flight path). A planned 3D trajectory may be generated by an autonomous navigation system associated with the UAV100. In an embodiment, this planned 3D trajectory may be based only on the image space motion planning techniques described herein. In other words, a planned 3D trajectory may be continually generated and updated based on the image space analysis techniques described herein as the UAV100flies through the physical environment802. In other embodiments, image space motion planning techniques described herein may optimize, update, or otherwise supplement a planned 3D trajectory generated based on one or more other localization/navigation systems. For example, several systems and methods for estimating a position and/or orientation of an autonomous vehicle in a physical environment and by guiding autonomous flight based on those estimations are described below in the section titled “Example Localization Systems.” As an illustrative example, a panned 3D trajectory802amay be generated by a navigation system of the UAV100based on estimated position and/or orientation of the UAV100within a generated 3D model of the physical environment802. The generated 3D model may comprise a 3D occupancy map including multiple voxels, each voxel corresponding to an area in the physical environment that is at least partially occupied by physical objects. The 3D occupancy map through which the path of the UAV100is planned may be generated in real-time or near real-time as the UAV100flies through the physical environment802based on data received from one or more sensors such as image captured devices, range finding sensors (e.g., LIDAR), etc. Returning toFIG.3, example process300continues at step308with generating, optimizing, or updating a planned 3D trajectory of an autonomous vehicle through the physical environment based on a spatial relationship between the region(s) identified at step304and the projection of the predicted/planned 3D trajectory from step306. Consider the example scenario illustrated inFIG.9which depicted a UAV100in flight through a physical environment902that includes a physical object in the form of a tree904. The UAV100depicted in this example includes an array of image capture devices capturing up to a full 360 degrees around the UAV100. In this example, the image space of the image or set of images captured by the UAV100is represented as a spherical plane910surrounding the UAV100. In this context, a pixel in an image captured by an image capture device coupled to the UAV100can be conceptualized as corresponding to a ray originating at the image captured device and extending to a point in the physical environment902corresponding to the pixel. Accordingly, an area of pixels associated with an identified region of the image can be conceptualized as a set of rays bounding a volume of space in the physical environment902into which flight by the UAV100may be risky or otherwise undesirable. InFIG.9, this area of pixels is represented by the example region940residing in the image space910. In this example, region940results from image capture of tree904in the physical environment902. As previously discussed, this region940may have been identified based on invalid depth estimates due to the complex shape of the tree904. Alternatively, or in addition, the region940may have been identified based on the identification in a captured image of physical object904as a tree. In any case, the region920residing in the image space910can be conceptualized as a set of rays bounding a volume of space as represented by dotted lines930aand930b. Accordingly, step308of example process300can be conceptualized as generating, optimizing, or updating a planned 3D trajectory920aof the UAV100based on a spatial relationship between the projection920b(of the planned trajectory920a) and the identified region940within the image space910. In an embodiment, the UAV100may be prevented from entering the volume of space corresponding to the identified region940by flying along a trajectory that does not project into (i.e., overlap) the identified region940. FIG.10illustrates an example image space motion planning response that is configured to avoid overlap between an identified region and a projection of a predicted 3D trajectory. Specifically,FIG.10shows a sequence of region maps (i.e., cost function maps)1062aand1062bcorresponding to images captured by an autonomous vehicle (e.g., UAV100) in flight through a physical environment. In this example, region map1062ais based on an image captured at an initial (i.e., current) time step, and region map1062bis based on an image captured at a subsequent time step. Region map1062aincludes an initial (i.e., current) instance of an identified region1064a, an initial (i.e., current) instance of region1066a, and an initial (i.e., current) instance of a projection1068aof a planned 3D trajectory of the autonomous vehicle. Similarly, region map1062bincludes a subsequent instance of an identified region1064b, a subsequent instance of region1066b, and a subsequent instance of the projection1068bof a planned 3D trajectory of the autonomous vehicle. In this example, the identified region1064a-bis based on invalid depth estimates and/or identified objects (e.g., trees), for example, as described with respect toFIGS.4-7. As such, the identified region1064a-bmay be associated with a higher cost value than region1066a-b. In the illustrated response, a planned 3D trajectory is generated or updated such that the projection1068a-bof the planned 3D trajectory avoids contact or overlap with the identified “high cost” region1064a-b. For example, as shown inFIG.10, the planned 3D trajectory that is represented by the initial projection1068ais updated to turn away from the area in the physical environment corresponding to identified region1064a, thereby resulting in the subsequent projection1068b. For clarity, only two time steps are shown inFIG.10; however, a person having ordinary skill will recognize that planned motion of the autonomous vehicle through a physical environment may be continually updated (at regular or irregular intervals) based on this image space analysis as the autonomous vehicle moves through the physical environment. The costs values associated with the regions1064a-band1066a-bmay be factored into a motion planning process by an autonomous navigation system along with one or more other motion planning objectives. In other words, the image space motion planning objective to avoid contact or overlap between the identified region1064a-band the projection1068a-bmay only represent one objective that is then factored against other motion planning objectives, such as tracking an object in the physical environment, avoiding obstacles (e.g., detected by other means such as proximity sensors), maneuvering constraints (e.g., maximum acceleration), etc. These other motion planning objectives may similarly be associated with cost values. The planned 3D trajectory is accordingly optimized by minimizing the overall cost of the planned 3D trajectory. The manner in which the costs of various factors (e.g., identified region1064a) are applied by a navigation system in planning the motion of an autonomous vehicle will depend on the characteristics and requirements of a given implementation. For example, consider a UAV100that is configured to prioritize remaining within a maximum separation distance to a human subject being tracked. In such an example, the cost of falling outside of that maximum separation distance might trump any cost associated with flying along a trajectory that would cause the projection of the trajectory to overlap an identified region of pixels with invalid depth estimates. In the context ofFIG.10, the projection1068bof the second instance of the planned 3D trajectory would instead extend into identified region1064b, despite the associated cost, so that the UAV100remains within a maximum separation distance to a tracked subject. In any given implementation, the manner in which cost values are applied may be static, user-configurable, variable based on conditions (visibility, speed of the vehicle, location, etc.), and/or may be learned through the use of trained or untrained machine learning. The motion planning response to an identified region of an image can depend on certain characteristics of the identified region such as shape, orientation, position relative to the projection of the predicted/planned 3D trajectory, as well as changes in such characteristics over time.FIG.11illustrates an example image space motion planning response that takes into account a relative shape of the identified region. As inFIG.10,FIG.11shows a sequence of region maps (i.e., cost function maps)1162aand1162bcorresponding to images captured by an autonomous vehicle (e.g., UAV100) in flight through a physical environment. In this example, region map1162ais based on an image captured at an initial (i.e., current) time step, and region map1162bis based on an image captured at a subsequent time step. Region map1162aincludes an initial (i.e., current) instance of an identified region1164a, an initial (i.e., current) instance of region1166a, and an initial (i.e., current) instance of a projection1168aof a planned 3D trajectory of the autonomous vehicle. Similarly region map1162bincludes a subsequent instance of an identified region1164b, a subsequent instance of region1166b, and a subsequent instance of the projection1168bof a planned 3D trajectory of the autonomous vehicle. In this example, the identified region1164a-bis based on invalid depth estimates and/or identified objects (e.g., trees), for example, as described with respect toFIGS.4-7. As such, the identified region1164a-bmay be associated with a higher cost value than region1166a-b. Note that, in contrast to the motion planning response illustrated inFIG.10, inFIG.11, the projection1168bof the second instance of the predicted/planned trajectory continues across identified region1164binstead to adjusting to avoid overlap or contact with identified region1164b. In this example motion planning response, the overall cost associated with flight into an area of the physical environment associated with the identified region1164bmay be relatively low since the identified region1165bis narrow with a lower cost region1166bon the opposing side. In other words, the costs associated with abandoning one or more other motion planning objectives (e.g., tracking a subject) may outweigh any costs associated with moving in the direction of the identified region1164b. The motion planning response to an identified region of an image can also depend on analyzing an optical flow including a sequence of frames over time to determine how the identified region changes over time.FIG.12illustrates an example image space motion planning response that takes into account changes in the identified region over time. Specifically,FIG.12shows an optical flow including a sequence of region maps (i.e., cost function maps)1262a-dcorresponding to images captured by an autonomous vehicle (e.g., UAV100) in flight through a physical environment. In this example, region map1262ais based on an image captured at an initial (i.e., current) time step, and region maps1162b-dare based on an images captured at subsequent time steps. Region map1162aincludes an initial (i.e., current) instance of an identified region1264a, an initial (i.e., current) instance of region1266a, and an initial (i.e., current) instance of a projection1268aof a planned 3D trajectory of the autonomous vehicle. Similarly, region maps1162b-dinclude subsequent instances of an identified region1264b-d, subsequent instances of region1266b-d, and subsequent instances of the projection1268b-dof the planned 3D trajectory of the autonomous vehicle. In this example, the identified region1264a-dis based on invalid depth estimates and/or identified objects (e.g., trees), for example as described with respect toFIGS.4-7. As such, the identified region1264a-bmay be associated with a higher cost value than region1166a-b. Note that, in contrast to the motion planning response illustrated inFIG.10, inFIG.12, the projection1268dof the fourth instance of the predicted/planned trajectory turns away from the identified region1264ddespite not yet being close to the identified region1268d. This may be due to an analysis of the overall change in the identified region1264a-dacross a period of time. Specifically, as shown inFIG.12, as time progresses, the identified region is shown to grow in the upper left corner, perhaps indicating that the autonomous vehicle is moving towards a higher risk area of the physical environment. In such scenario, the cost associated flight along a trajectory pointing towards region1264a-dmay be increased so as to discourage continuing along the trajectory. In optimizing the planned trajectory to minimize cost, the autonomous navigation system may accordingly elect to maneuver the autonomous vehicle in a different direction before getting closer to the area of high risk in the physical environment, for example, as indicated by projection1268d. Example Localization Systems In addition to image space motion planning, an autonomous navigation system of a vehicle such as UAV100may employ any number of other systems and techniques for localization and motion planning.FIG.13shows an illustration of a localization system1300that may be utilized to guide autonomous navigation of a vehicle such as UAV100. In some embodiments, the positions and/or orientations of the UAV100and various other physical objects in the physical environment can be estimated using any one or more of the subsystems illustrated inFIG.13. By tracking changes in the positions and/or orientations over time (continuously or at regular or irregular time intervals (i.e., continually)), the motions (e.g., velocity, acceleration, etc.) of UAV100and other objects may also be estimated. Accordingly, any systems described herein for determining position and/or orientation may similarly be employed for estimating motion. As shown inFIG.13, the example localization system1300may include the UAV100, a global positioning system (GPS) comprising multiple GPS satellites1302, a cellular system comprising multiple cellular antennae1304(with access to sources of localization data1306), a Wi-Fi system comprising multiple Wi-Fi access points1308(with access to sources of localization data206), and a mobile device104operated by a user. Satellite-based positioning systems such as the GPS (Global Positioning System) can provide effective global position estimates (within a few meters) of any device equipped with a receiver. For example, as shown inFIG.13, signals received at a UAV100from satellites of a GPS system1302can be utilized to estimate a global position of the UAV100. Similarly, positions relative to other devices (e.g., a mobile device104) can be determined by communicating and comparing the global positions of the other devices. Localization techniques can also be applied in the context of various communications systems that are configured to transmit signals wirelessly. For example, various localization techniques can be applied to estimate a position of UAV100based on signals transmitted between the UAV100and any of cellular antennae1304of a cellular system or Wi-Fi access points1308,1310of a Wi-Fi system. Known positioning techniques that can be implemented include, for example, time of arrival (ToA), time difference of arrival (TDoA), round trip time (RTT), angle of Arrival (AoA), and received signal strength (RSS). Moreover, hybrid positioning systems implementing multiple techniques such as TDoA and AoA, ToA and RSS, or TDoA and RSS can be used to improve the accuracy. Some Wi-Fi standards, such as 802.11ac, allow for RF signal beamforming (i.e., directional signal transmission using phased-shifted antenna arrays) from transmitting Wi-Fi routers. Beamforming may be accomplished through the transmission of RF signals at different phases from spatially distributed antennas (a “phased antenna array”) such that constructive interference may occur at certain angles while destructive interference may occur at others, thereby resulting in a targeted directional RF signal field. Such a targeted field is illustrated conceptually inFIG.13by dotted lines1312emanating from WiFi routers1310. An inertial measurement unit (IMU) may be used to estimate position and/or orientation of device. An IMU is a device that measures a vehicle's angular velocity and linear acceleration. These measurements can be fused with other sources of information (e.g., those discussed above) to accurately infer velocity, orientation, and sensor calibrations. As described herein, a UAV100may include one or more IMUs. Using a method commonly referred to as “dead reckoning,” an IMU (or associated systems) may estimate a current position based on previously measured positions using measured accelerations and the time elapsed from the previously measured positions. While effective to an extent, the accuracy achieved through dead reckoning based on measurements from an IMU quickly degrades due to the cumulative effect of errors in each predicted current position. Errors are further compounded by the fact that each predicted position is based on an calculated integral of the measured velocity. To counter such effects, an embodiment utilizing localization using an IMU may include localization data from other sources (e.g., the GPS, Wi-Fi, and cellular systems described above) to continually update the last known position and/or orientation of the object. Further, a nonlinear estimation algorithm (one embodiment being an “extended Kalman filter”) may be applied to a series of measured positions and/or orientations to produce a real-time optimized prediction of the current position and/or orientation based on assumed uncertainties in the observed data. Kalman filters are commonly applied in the area of aircraft navigation, guidance, and controls. Computer vision may be used to estimate the position and/or orientation of a capturing camera (and by extension a device to which the camera is coupled) as well as other objects in the physical environment. The term, “computer vision” in this context may generally refer to any method of acquiring, processing, analyzing and “understanding” of captured images. Computer vision may be used to estimate position and/or orientation using a number of different methods. For example, in some embodiments, raw image data received from one or more image capture devices (onboard or remote from the UAV100) may be received and processed to correct for certain variables (e.g., differences in camera orientation and/or intrinsic parameters (e.g., lens variations)). According to some embodiments, an image capture device of the UAV100may include two or more cameras, for example, an array of multiple cameras that provide an unobstructed view around the UAV100. By comparing the captured image from two or more vantage points (e.g., at different time steps from an image capture device in motion), a system employing computer vision may calculate estimates for the position and/or orientation of a vehicle on which the image capture device is mounted (e.g., UAV100) and/or of captured objects in the physical environment (e.g., a tree, building, etc.). Computer vision can be used to identify the presence of an object and identify the object as belonging to a known type with particular dimensions. In such embodiments, an object may be identified by comparing the captured image to stored 2D and/or 3D appearance models. For example, through computer vision, an object may be identified as a tree. In some embodiments, the 2D and/or 3D appearance models may be represented as a trained neural network that utilizes deep learning to classify objects in images according to detected patterns. With this recognition data, as well as other position and/or orientation data for the UAV100(e.g., data from GPS, WiFi, Cellular, and/or IMU, as discussed above), UAV100may estimate a relative position and/or orientation of the identified object. Computer vision can be applied to estimate position and/or orientation using a process referred to as “visual odometry.”FIG.14illustrates the working concept behind visual odometry at a high level. A plurality of images are captured in sequence as an image capture device moves through space. Due to the movement of the image capture device, the images captured of the surrounding physical environment change from frame to frame. InFIG.14, this is illustrated by initial image capture field of view1452and a subsequent image capture field of view1454captured as the image capture device has moved from a first position to a second position over a period of time. In both images, the image capture device may capture real world physical objects, for example, the house1480and/or the human subject1402. Computer vision techniques are applied to the sequence of images to detect and match features of physical objects captured in the field of view of the image capture device. For example, a system employing computer vision may search for correspondences in the pixels of digital images that have overlapping fields of view (FOV). The correspondences may be identified using a number of different methods such as correlation-based and feature-based methods. As shown in, inFIG.14, features such as the head of a human subject1402or the corner of the chimney on the house1480can be identified, matched, and thereby tracked. By incorporating sensor data from an IMU (or accelerometer(s) or gyroscope(s)) associated with the image capture device to the tracked features of the image capture, estimations may be made for the position and/or orientation of the image capture device over time. Further, these estimates can be used to calibrate various positioning systems, for example, through estimating differences in camera orientation and/or intrinsic parameters (e.g., lens variations) or IMU biases and/or orientation. Visual odometry may be applied at both the UAV100and any other computing device such as a mobile device104to estimate the position and/or orientation of the UAV100. Further, by communicating the estimates between the systems (e.g., via a Wi-Fi connection) estimates may be calculated for the respective positions and/or orientations relative to each other. Position and/or orientation estimates based in part on sensor data from an on board IMU may introduce error propagation issues. As previously stated, optimization techniques may be applied to such estimates to counter uncertainties. In some embodiments, a nonlinear estimation algorithm (one embodiment being an “extended Kalman filter”) may be applied to a series of measured positions and/or orientations to produce a real-time optimized prediction of the current position and/or orientation based on assumed uncertainties in the observed data. Such estimation algorithms can be similarly applied to produce smooth motion estimations. In some embodiments, data received from sensors onboard UAV100can be processed to generate a 3D map of the surrounding physical environment while estimating the relative positions and/or orientations of the UAV100and/or other objects within the physical environment. This is sometimes referred to simultaneous localization and mapping (SLAM). In such embodiments, using computer vision processing, a system in accordance with the present teaching can search for dense correspondence between images with overlapping FOV (e.g., images taken during sequential time steps and/or stereoscopic images taken at the same time step). The system can then use the dense correspondences to estimate a depth or distance to each pixel represented in each image. These depth estimates can then be used to continually update a generated 3D model of the physical environment taking into account motion estimates for the image capture device (i.e., UAV100) through the physical environment. In some embodiments, a 3D model of the surrounding physical environment may be generated as a 3D occupancy map that includes multiple voxels with each voxel corresponding to a 3D volume of space in the physical environment that is at least partially occupied by a physical object. For example,FIG.15shows an example view of a 3D occupancy map1502of a physical environment including multiple cubical voxels. Each of the voxels in the 3D occupancy map correspond to a space in the physical environment that is at least partially occupied by a physical object. An autonomous navigation system of a UAV100can be configured to navigate the physical environment by planning a 3D trajectory1504through the 3D occupancy map1502that avoids the voxels. In some embodiments, this 3D trajectory1504planned using the 3D occupancy map1502can be optimized based on the above described techniques for image space motion planning. In such embodiments, the planned 3D trajectory1504of the UAV100is projected into an image space of captured images for analysis relative to identified high cost regions (e.g., due to invalid depth estimates). Computer vision may also be applied using sensing technologies other than cameras, such as LIDAR. For example, a UAV100equipped with LIDAR may emit one or more laser beams in a scan up to 360 degrees around the UAV100. Light received by the UAV100as the laser beams reflect off physical objects in the surrounding physical world may be analyzed to construct a real time 3D computer model of the surrounding physical world. Depth sensing through the use of LIDAR may in some embodiments augment depth sensing through pixel correspondence as described earlier. Further, images captured by cameras (e.g., as described earlier) may be combined with the laser constructed 3D models to form textured 3D models that may be further analyzed in real time or near real time for physical object recognition (e.g., by using computer vision algorithms). The computer vision-aided localization techniques described above may calculate the position and/or orientation of objects in the physical world in addition to the position and/or orientation of the UAV100. The estimated positions and/or orientations of these objects may then be fed into a navigation system to plan paths that avoid the obstacles. In addition, in some embodiments, visual navigation processes may incorporate data from proximity sensors (e.g., electromagnetic, acoustic, and/or optics based) to estimate obstacle position with more accuracy. Further refinement may be possible with the use of stereoscopic computer vision with multiple cameras, as described earlier. The localization system1300ofFIG.13(including all of the associated subsystems as previously described) is only one example of a system configured to estimate positions and/or orientations of an autonomous vehicle and other objects in the physical environment. Localization system200may include more or fewer components than shown, may combine two or more components, or a may have a different configuration or arrangement of the components. Some of the various components shown inFIG.13may be implemented in hardware, software or a combination of both hardware and software, including one or more signal processing and/or application specific integrated circuits. Unmanned Aerial Vehicle—Example System A UAV100, according to the present teachings, may be implemented as any type of unmanned aerial vehicle. A UAV, sometimes referred to as a drone, is generally defined as any aircraft capable of controlled flight without a human pilot onboard. UAVs may be controlled autonomously by onboard computer processors or via remote control by a remotely located human pilot. Similar to an airplane, UAVs may utilize fixed aerodynamic surfaces along with a propulsion system (e.g., propeller, jet, etc.) to achieve lift. Alternatively, similar to helicopters, UAVs may directly use a propulsion system (e.g., propeller, jet, etc.) to counter gravitational forces and achieve lift. Propulsion-driven lift (as in the case of helicopters) offers significant advantages in certain implementations, for example, as a mobile filming platform, because it allows for controlled motion along all axis. Multi-rotor helicopters, in particular quadcopters, have emerged as a popular UAV configuration. A quadcopter (also known as a quadrotor helicopter or quadrotor) is a multi-rotor helicopter that is lifted and propelled by four rotors. Unlike most helicopters, quadcopters use two sets of two fixed-pitch propellers. A first set of rotors turns clockwise, while a second set of rotors turns counter-clockwise. In turning opposite directions, a first set of rotors may counter the angular torque caused by the rotation of the other set, thereby stabilizing flight. Flight control is achieved through variation in the angular velocity of each of the four fixed-pitch rotors. By varying the angular velocity of each of the rotors, a quadcopter may perform precise adjustments in its position (e.g., adjustments in altitude and level flight left, right, forward and backward) and orientation, including pitch (rotation about a first lateral axis), roll (rotation about a second lateral axis), and yaw (rotation about a vertical axis). For example, if all four rotors are spinning (two clockwise, and two counter-clockwise) at the same angular velocity, the net aerodynamic torque about the vertical yaw axis is zero. Provided the four rotors spin at sufficient angular velocity to provide a vertical thrust equal to the force of gravity, the quadcopter can maintain a hover. An adjustment in yaw may be induced by varying the angular velocity of a subset of the four rotors thereby mismatching the cumulative aerodynamic torque of the four rotors. Similarly, an adjustment in pitch and/or roll may be induced by varying the angular velocity of a subset of the four rotors but in a balanced fashion such that lift is increased on one side of the craft and decreased on the other side of the craft. An adjustment in altitude from hover may be induced by applying a balanced variation in all four rotors, thereby increasing or decreasing the vertical thrust. Positional adjustments left, right, forward, and backward may be induced through combined pitch/roll maneuvers with balanced applied vertical thrust. For example, to move forward on a horizontal plane, the quadcopter would vary the angular velocity of a subset of its four rotors in order to perform a pitch forward maneuver. While pitching forward, the total vertical thrust may be increased by increasing the angular velocity of all the rotors. Due to the forward pitched orientation, the acceleration caused by the vertical thrust maneuver will have a horizontal component and will therefore accelerate the craft forward on a horizontal plane. FIG.16shows a diagram of an example UAV system1600including various functional system components that may be part of a UAV100, according to some embodiments. UAV system1600may include one or more means for propulsion (e.g., rotors1602and motor(s)1604), one or more electronic speed controllers1606, a flight controller1608, a peripheral interface1610, a processor(s)1612, a memory controller1614, a memory1616(which may include one or more computer readable storage media), a power module1618, a GPS module1620, a communications interface1622, an audio circuitry1624, an accelerometer1626(including subcomponents such as gyroscopes), an inertial measurement unit (IMU)1628, a proximity sensor1630, an optical sensor controller1632and associated optical sensor(s)1634, a mobile device interface controller1636with associated interface device(s)1638, and any other input controllers1640and input device1642, for example, display controllers with associated display device(s). These components may communicate over one or more communication buses or signal lines as represented by the arrows inFIG.16. UAV system1600is only one example of a system that may be part of a UAV100. A UAV100may include more or fewer components than shown in system1600, may combine two or more components as functional units, or may have a different configuration or arrangement of the components. Some of the various components of system1600shown inFIG.16may be implemented in hardware, software or a combination of both hardware and software, including one or more signal processing and/or application specific integrated circuits. Also, UAV100may include an off-the-shelf UAV (e.g., a currently available remote controlled quadcopter) coupled with a modular add-on device (for example, one including components within outline1690) to perform the innovative functions described in this disclosure. As described earlier, the means for propulsion1602-1604may comprise a fixed-pitch rotor. The means for propulsion may also be a variable-pitch rotor (for example, using a gimbal mechanism), a variable-pitch jet engine, or any other mode of propulsion having the effect of providing force. The means for propulsion1602-1604may include a means for varying the applied thrust, for example, via an electronic speed controller1606varying the speed of each fixed-pitch rotor. Flight Controller1608may include a combination of hardware and/or software configured to receive input data (e.g., sensor data from image capture devices1634), interpret the data and output control commands to the propulsion systems1602-1606and/or aerodynamic surfaces (e.g., fixed wing control surfaces) of the UAV100. Alternatively or in addition, a flight controller1608may be configured to receive control commands generated by another component or device (e.g., processors1612and/or a separate computing device), interpret those control commands and generate control signals to the propulsion systems1602-1606and/or aerodynamic surfaces (e.g., fixed wing control surfaces) of the UAV100. In some embodiments, the previously mentioned “autonomous” or “visual” navigation system of the UAV100may comprise the flight controller1608and/or any one or more of the other components of system1300. Memory1616may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic disk storage devices, flash memory devices, or other non-volatile solid-state memory devices. Access to memory1616by other components of system1600, such as the processors1612and the peripherals interface1610, may be controlled by the memory controller1614. The peripherals interface1610may couple the input and output peripherals of system1600to the processor(s)1612and memory1616. The one or more processors1612run or execute various software programs and/or sets of instructions stored in memory1616to perform various functions for the UAV100and to process data. In some embodiments, processors1312may include general central processing units (CPUs), specialized processing units such as Graphical Processing Units (GPUs) particularly suited to parallel processing applications, or any combination thereof. In some embodiments, the peripherals interface1610, the processor(s)1612, and the memory controller1614may be implemented on a single integrated chip. In some other embodiments, they may be implemented on separate chips. The network communications interface1622may facilitate transmission and reception of communications signals often in the form of electromagnetic signals. The transmission and reception of electromagnetic communications signals may be carried out over physical media such copper wire cabling or fiber optic cabling, or may be carried out wirelessly, for example, via a radiofrequency (RF) transceiver. In some embodiments, the network communications interface may include RF circuitry. In such embodiments, RF circuitry may convert electrical signals to/from electromagnetic signals and communicate with communications networks and other communications devices via the electromagnetic signals. The RF circuitry may include well-known circuitry for performing these functions, including, but not limited to, an antenna system, an RF transceiver, one or more amplifiers, a tuner, one or more oscillators, a digital signal processor, a CODEC chipset, a subscriber identity module (SIM) card, memory, and so forth. The RF circuitry may facilitate transmission and receipt of data over communications networks (including public, private, local, and wide area). For example, communication may be over a wide area network (WAN), a local area network (LAN), or a network of networks such as the Internet. Communication may be facilitated over wired transmission media (e.g., via Ethernet) or wirelessly. Wireless communication may be over a wireless cellular telephone network, a wireless local area network (LAN) and/or a metropolitan area network (MAN), and other modes of wireless communication. The wireless communication may use any of a plurality of communications standards, protocols and technologies, including but not limited to Global System for Mobile Communications (GSM), Enhanced Data GSM Environment (EDGE), high-speed downlink packet access (HSDPA), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth, Wireless Fidelity (Wi-Fi) (e.g., IEEE 802.11n and/or IEEE 802.11ac), voice over Internet Protocol (VoIP), Wi-MAX, or any other suitable communication protocols. The audio circuitry1624, including the speaker and microphone1650, may provide an audio interface between the surrounding environment and the UAV100. The audio circuitry1624may receive audio data from the peripherals interface1610, convert the audio data to an electrical signal, and transmit the electrical signal to the speaker1650. The speaker1650may convert the electrical signal to human-audible sound waves. The audio circuitry1624may also receive electrical signals converted by the microphone1650from sound waves. The audio circuitry1624may convert the electrical signal to audio data and transmit the audio data to the peripherals interface1610for processing. Audio data may be retrieved from and/or transmitted to memory1616and/or the network communications interface1622by the peripherals interface1610. The I/O subsystem1660may couple input/output peripherals of UAV100, such as an optical sensor system1634, the mobile device interface1638, and other input/control devices1642, to the peripherals interface1610. The I/O subsystem1660may include an optical sensor controller1632, a mobile device interface controller1636, and other input controller(s)1640for other input or control devices. The one or more input controllers1640receive/send electrical signals from/to other input or control devices1642. The other input/control devices1642may include physical buttons (e.g., push buttons, rocker buttons, etc.), dials, touch screen displays, slider switches, joysticks, click wheels, and so forth. A touch screen display may be used to implement virtual or soft buttons and one or more soft keyboards. A touch-sensitive touch screen display may provide an input interface and an output interface between the UAV100and a user. A display controller may receive and/or send electrical signals from/to the touch screen. The touch screen may display visual output to a user. The visual output may include graphics, text, icons, video, and any combination thereof (collectively termed “graphics”). In some embodiments, some or all of the visual output may correspond to user-interface objects, further details of which are described below. A touch sensitive display system may have a touch-sensitive surface, sensor or set of sensors that accepts input from the user based on haptic and/or tactile contact. The touch sensitive display system and the display controller (along with any associated modules and/or sets of instructions in memory1616) may detect contact (and any movement or breaking of the contact) on the touch screen and convert the detected contact into interaction with user-interface objects (e.g., one or more soft keys or images) that are displayed on the touch screen. In an exemplary embodiment, a point of contact between a touch screen and the user corresponds to a finger of the user. The touch screen may use LCD (liquid crystal display) technology, or LPD (light emitting polymer display) technology, although other display technologies may be used in other embodiments. The touch screen and the display controller may detect contact and any movement or breaking thereof using any of a plurality of touch sensing technologies now known or later developed, including, but not limited to, capacitive, resistive, infrared, and surface acoustic wave technologies, as well as other proximity sensor arrays or other elements for determining one or more points of contact with a touch screen. The mobile device interface device1638along with mobile device interface controller1636may facilitate the transmission of data between a UAV100and other computing device such as a mobile device104. According to some embodiments, communications interface1622may facilitate the transmission of data between UAV100and a mobile device104(for example, where data is transferred over a local Wi-Fi network). UAV system1600also includes a power system1618for powering the various components. The power system1618may include a power management system, one or more power sources (e.g., battery, alternating current (AC), etc.), a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator (e.g., a light-emitting diode (LED)) and any other components associated with the generation, management and distribution of power in computerized device. UAV system1600may also include one or more image capture devices1634.FIG.16shows an image capture device1634coupled to an image capture controller1632in I/O subsystem1660. The image capture device1634may include one or more optical sensors. For example, image capture device1634may include a charge-coupled device (CCD) or complementary metal-oxide semiconductor (CMOS) phototransistors. The optical sensors of image capture device1634receive light from the environment, projected through one or more lens (the combination of an optical sensor and lens can be referred to as a “camera”) and converts the light to data representing an image. In conjunction with an imaging module located in memory1616, the image capture device1634may capture images (including still images and/or video). In some embodiments, an image capture device1634may include a single fixed camera. In other embodiments, an image capture device1640may include a single adjustable camera (adjustable using a gimbal mechanism with one or more axes of motion). In some embodiments, an image capture device1634may include a camera with a wide-angle lens providing a wider field of view. In some embodiments, an image capture device1634may include an array of multiple cameras providing up to a full 360 degree view in all directions. In some embodiments, an image capture device1634may include two or more cameras (of any type as described herein) placed next to each other in order to provide stereoscopic vision. In some embodiments, an image capture device1634may include multiple cameras of any combination as described above. In some embodiments, the cameras of image capture device1634may be arranged such that at least two cameras are provided with overlapping fields of view at multiple angles around the UAV100, thereby allowing for stereoscopic (i.e., 3D) image/video capture and depth recovery (e.g., through computer vision algorithms) at multiple angles around UAV100. For example, UAV100may include four sets of two cameras each positioned so as to provide a stereoscopic view at multiple angles around the UAV100. In some embodiments, a UAV100may include some cameras dedicated for image capture of a subject and other cameras dedicated for image capture for visual navigation (e.g., through visual inertial odometry). UAV system1600may also include one or more proximity sensors1630.FIG.16shows a proximity sensor1630coupled to the peripherals interface1610. Alternately, the proximity sensor1630may be coupled to an input controller1640in the I/O subsystem1660. Proximity sensors1630may generally include remote sensing technology for proximity detection, range measurement, target identification, etc. For example, proximity sensors1330may include radar, sonar, and LIDAR. UAV system1600may also include one or more accelerometers1626.FIG.16shows an accelerometer1626coupled to the peripherals interface1610. Alternately, the accelerometer1626may be coupled to an input controller1640in the I/O subsystem1660. UAV system1600may include one or more inertial measurement units (IMU)1628. An IMU1628may measure and report the UAV's velocity, acceleration, orientation, and gravitational forces using a combination of gyroscopes and accelerometers (e.g., accelerometer1626). UAV system1600may include a global positioning system (GPS) receiver1620.FIG.16shows an GPS receiver1620coupled to the peripherals interface1610. Alternately, the GPS receiver1620may be coupled to an input controller1640in the I/O subsystem1660. The GPS receiver1620may receive signals from GPS satellites in orbit around the earth, calculate a distance to each of the GPS satellites (through the use of GPS software), and thereby pinpoint a current global position of UAV100. In some embodiments, the software components stored in memory1616may include an operating system, a communication module (or set of instructions), a flight control module (or set of instructions), a localization module (or set of instructions), a computer vision module, a graphics module (or set of instructions), and other applications (or sets of instructions). For clarity, one or more modules and/or applications may not be shown inFIG.16. An operating system (e.g., Darwin, RTXC, LINUX, UNIX, OS X, WINDOWS, or an embedded operating system such as VxWorks) includes various software components and/or drivers for controlling and managing general system tasks (e.g., memory management, storage device control, power management, etc.) and facilitates communication between various hardware and software components. A communications module may facilitate communication with other devices over one or more external ports1644and may also include various software components for handling data transmission via the network communications interface1622. The external port1644(e.g., Universal Serial Bus (USB), FIREWIRE, etc.) may be adapted for coupling directly to other devices or indirectly over a network (e.g., the Internet, wireless LAN, etc.). A graphics module may include various software components for processing, rendering and displaying graphics data. As used herein, the term “graphics” may include any object that can be displayed to a user, including, without limitation, text, still images, videos, animations, icons (such as user-interface objects including soft keys), and the like. The graphics module in conjunction with a graphics processing unit (GPU)1612may process in real time or near real time, graphics data captured by optical sensor(s)1634and/or proximity sensors1630. A computer vision module, which may be a component of graphics module, provides analysis and recognition of graphics data. For example, while UAV100is in flight, the computer vision module along with graphics module (if separate), GPU1612, and image capture devices(s)1634and/or proximity sensors1630may recognize and track the captured image of a subject located on the ground. The computer vision module may further communicate with a localization/navigation module and flight control module to update a position and/or orientation of the UAV100and to provide course corrections to fly along a planned trajectory through a physical environment. A localization/navigation module may determine the location and/or orientation of UAV100and provide this information for use in various modules and applications (e.g., to a flight control module in order to generate commands for use by the flight controller1608). Image capture devices(s)1634, in conjunction with image capture device controller1632and a graphics module, may be used to capture images (including still images and video) and store them into memory1616. Each of the above identified modules and applications correspond to a set of instructions for performing one or more functions described above. These modules (i.e., sets of instructions) need not be implemented as separate software programs, procedures or modules, and, thus, various subsets of these modules may be combined or otherwise re-arranged in various embodiments. In some embodiments, memory1616may store a subset of the modules and data structures identified above. Furthermore, memory1616may store additional modules and data structures not described above. Example Computer Processing System FIG.17is a block diagram illustrating an example of a processing system1700in which at least some operations described in this disclosure can be implemented. The example processing system1700may be part of any of the aforementioned devices including, but not limited to. UAV100and mobile device104. The processing system1700may include one or more central processing units (“processors”)1702, main memory1706, non-volatile memory1710, network adapter1712(e.g., network interfaces), display1718, input/output devices1720, control device1722(e.g., keyboard and pointing devices), drive unit1724including a storage medium1726, and signal generation device1730that are communicatively connected to a bus1716. The bus1716is illustrated as an abstraction that represents any one or more separate physical buses, point to point connections, or both connected by appropriate bridges, adapters, or controllers. The bus1716, therefore, can include, for example, a system bus, a Peripheral Component Interconnect (PCI) bus or PCI-Express bus, a HyperTransport or industry standard architecture (ISA) bus, a small computer system interface (SCSI) bus, a universal serial bus (USB), IIC (I2C) bus, or an Institute of Electrical and Electronics Engineers (IEEE) standard 1394 bus (also called “Firewire”). A bus may also be responsible for relaying data packets (e.g., via full or half duplex wires) between components of the network appliance, such as the switching fabric, network port(s), tool port(s), etc. In various embodiments, the processing system1700may be a server computer, a client computer, a personal computer (PC), a user device, a tablet PC, a laptop computer, a personal digital assistant (PDA), a cellular telephone, an iPhone, an iPad, a Blackberry, a processor, a telephone, a web appliance, a network router, switch or bridge, a console, a hand-held console, a (hand-held) gaming device, a music player, any portable, mobile, hand-held device, or any machine capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by the computing system. While the main memory1706, non-volatile memory1710, and storage medium1726(also called a “machine-readable medium”) are shown to be a single medium, the term “machine-readable medium” and “storage medium” should be taken to include a single medium or multiple media (e.g., a centralized or distributed database, and/or associated caches and servers) that store one or more sets of instructions1728. The term “machine-readable medium” and “storage medium” shall also be taken to include any medium that is capable of storing, encoding, or carrying a set of instructions for execution by the computing system and that cause the computing system to perform any one or more of the methodologies of the presently disclosed embodiments. In general, the routines executed to implement the embodiments of the disclosure, may be implemented as part of an operating system or a specific application, component, program, object, module, or sequence of instructions referred to as “computer programs.” The computer programs typically comprise one or more instructions (e.g., instructions1704,1708,1728) set at various times in various memory and storage devices in a computer, and that, when read and executed by one or more processing units or processors1702, cause the processing system1700to perform operations to execute elements involving the various aspects of the disclosure. Moreover, while embodiments have been described in the context of fully functioning computers and computer systems, those skilled in the art will appreciate that the various embodiments are capable of being distributed as a program product in a variety of forms, and that the disclosure applies equally regardless of the particular type of machine or computer-readable media used to actually effect the distribution. Further examples of machine-readable storage media, machine-readable media, or computer-readable (storage) media include recordable type media such as volatile and non-volatile memory devices1610, floppy and other removable disks, hard disk drives, optical disks (e.g., Compact Disk Read-Only Memory (CD ROMS), Digital Versatile Disks (DVDs)), and transmission type media such as digital and analog communication links. The network adapter1712enables the processing system1700to mediate data in a network1714with an entity that is external to the processing system1700, such as a network appliance, through any known and/or convenient communications protocol supported by the processing system1700and the external entity. The network adapter1712can include one or more of a network adaptor card, a wireless network interface card, a router, an access point, a wireless router, a switch, a multilayer switch, a protocol converter, a gateway, a bridge, bridge router, a hub, a digital media receiver, and/or a repeater. The network adapter1712can include a firewall which can, in some embodiments, govern and/or manage permission to access/proxy data in a computer network, and track varying levels of trust between different machines and/or applications. The firewall can be any number of modules having any combination of hardware and/or software components able to enforce a predetermined set of access rights between a particular set of machines and applications, machines and machines, and/or applications and applications, for example, to regulate the flow of traffic and resource sharing between these varying entities. The firewall may additionally manage and/or have access to an access control list which details permissions including, for example, the access and operation rights of an object by an individual, a machine, and/or an application, and the circumstances under which the permission rights stand. As indicated above, the techniques introduced here may be implemented by, for example, programmable circuitry (e.g., one or more microprocessors), programmed with software and/or firmware, entirely in special-purpose hardwired (i.e., non-programmable) circuitry, or in a combination or such forms. Special-purpose circuitry can be in the form of, for example, one or more application-specific integrated circuits (ASICs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), etc. Note that any of the embodiments described above can be combined with another embodiment, except to the extent that it may be stated otherwise above or to the extent that any such embodiments might be mutually exclusive in function and/or structure. Although the present invention has been described with reference to specific exemplary embodiments, it will be recognized that the invention is not limited to the embodiments described, but can be practiced with modification and alteration within the spirit and scope of the appended claims. Accordingly, the specification and drawings are to be regarded in an illustrative sense rather than a restrictive sense. | 82,423 |
11858629 | DETAILED DESCRIPTION OF THE INVENTION Referring now toFIGS.1A-1B, a prior art fowler flap110can be seen in an aircraft wing100. Fowler flaps are often used in commercial airplanes and other aircraft that fly at airspeeds within the transonic region. They can be helpful by increasing an effective size of a wing100.FIGS.1A and1Bboth show wings100with the same weight. But when the fowler flap110is deployed, inFIG.1B, more air is flowing over and under the wing, creating more lift. Thus the greater effective wing size. Fowler flaps combine two movements, sliding backwards and downward rotation. Sliding the flap backwards will increase the surface area of the wing, creating increased lift. Downward rotation will increase drag and increase the wing chord and camber. A fowler flap could be requisite on a given VTOL wing based on its high-speed cruise design, but also maintaining low speed flight lift capability. Extending a fowler flap in the chordwise direction increases the sum projected area of the aircraft thereby increasing download and reducing effective rotor thrust. FIGS.2A-2Bshow embodiments of a wing200with a sliding panel220for download alleviation under the present disclosure.FIG.2Ashows the closed position, with a similar profile toFIG.1A.FIG.2Bshows the open position, with fowler flap210extended back and down from wing200, and sliding panel220moved upward along the top surface of wing200. Sliding panel220is preferably as close as possible to the top surface of wing200so as to minimize drag. Sliding panel220preferably comprises a portion of the top of the wing airfoil. The movement of the sliding panel220and the flap210will create an open space between the aft face of the wing box and the leading edge of the deployed fowler flap assembly. During vertical movements like takeoff and landing, and transitions to/from vertical to cruise, the open space will decrease the sum projected area of the aircraft thereby decreasing download and increasing effective rotor thrust. Besides the greater efficiency in vertical maneuvers, the embodiments described herein will allow VTOL and high speed VTOL (HSVTOL) aircraft to utilize longer or thinner wings which allow for higher speed. HSVTOL wings are designed with a minimum thickness driven by the rotor cross drive shaft diameter, thereby driving the chord length to make a wing that performs well at transonic cruise speeds. Unfortunately, such wing geometries perform poorly at low airspeeds. Traditional plain flaps would not add sufficient lift to these thin transonic-speed designed wings during low speed flight, therefore the chord extension and camber increase provided by a fowler flap makes them capable of generating requisite lift at low airspeed. The sliding panels described herein allow for download alleviation so that the described fowler flaps don't hamper a VTOL's capability in vertical maneuvers, while simultaneously allowing for the longer chord and thinner wings needed for high speeds. FIGS.3A-3Bshow a top-down view of an HSVTOL embodiment under the present disclosure. HSVTOL300comprises a fuselage310, wings320, and tilt rotors350. InFIGS.3A-3Btilt rotors350are directed upward, such as during takeoff or landing. InFIG.3Asliding panel330and fowler flap340are in a stowed position along wings320. InFIG.3Bthe sliding panel has been moved on top of wing320and fowler flap340has been extended backward and/or downward. Brackets335can be used to extend the fowler flap340, revealing a gap between the fowler flap340and wing320and sliding panel330. InFIG.3B, the HSVTOL300is shaded to assist in showing the open gap or path created when the sliding panel330and fowler flap340are deployed. The gap creates different downloads between HSVTOL inFIG.3AandFIG.3B. Brackets335may optionally extend further up along or within wing320to allow for the actuation of the sliding panels330. Alternatively, sliding panels330may move along separate brackets.FIG.3Cshows the wing320ofFIG.3B, but from a side view. The sliding panel330can be seen on top, and the fowler flap340deployed away from the wing320, revealing an open space for air flow. The attachment to the wing, actuation, and movement of fowler flaps340and sliding panels330may be accomplished by any appropriate means. Brackets, rotational screws, ball screws, tracks, linear actuators, rotational actuators, springs, rails, bolts, or other means may be used. One possible embodiment of a fowler flap is shown inFIG.4. Fowler flap400can be coupled to a wing or wing spar (not shown) by attachments410. A plurality of brackets430can be coupled and rotate about joints440. Actuators415and425can extend portions of fowler flap400. Another actuator450may be rotational and can assist in deploying and extending brackets430away from the wing or wing spar. Other embodiments may include additional, or fewer attachments410, or a different specific configuration of brackets430, joints440, actuators415,425,450. FIG.5shows a possible embodiment of a sliding panel. Wing500comprises a fowler flap510and sliding panel520. Wing500is shown here with both the fowler flap510and sliding panel520deployed. Brackets515can be actuated to extend fowler flap510, while brackets525,535can be actuated to move sliding panel520on top of wing500. Sliding panel520preferably rests on, or very close to, the top surface of wing500so as to minimize drag once forward movement has begun. FIGS.6A-6Bshow another embodiment of a sliding panel—this one a “minivan door” style embodiment. Tracks650can attach or be integrated into wing620. InFIG.6A, sliding panel640and fowler flap630are not deployed. Deployment of the sliding panel640can be achieve with 90-degree gearboxes635,645and ball screws637,638,647,648. The 90-degree gearboxes allow the rotation of the spanwise ball screws637,647to actuate the chordwise ball screws638,648to create the fore and aft motions for the door and flap assemblies to deploy and retract.FIG.6Bshows the sliding panel640and the fowler flap630both in deployed positions. Ball screws637,647can connect to the gearboxes635,645from a controller or other component in an airplane. Wheels670connect to the sliding panel640and can be inserted into tracks650and allow sliding panel640to move along tracks650. FIGS.7A-7Cshow an aircraft embodiment700making use of the sliding panel ofFIGS.6A-6B.FIGS.7A-7Calso show how an aircraft can have a wing with both a sliding panel and a more traditional fowler flap in different portions of the wing. InFIG.7A, wing720has a sliding panel740and fowler flap730, both in retracted position. Tracks750allow for movement of the sliding panel740. In this embodiment, the sliding panel740only comprises a portion of wing720. Outboard of the sliding panel740there is a traditional aileron/flap760.FIG.7Bshows wing720with deployed sliding panel740and fowler flap730, as well as downward pointing aileron/flap760. Aileron/flap760can, in some embodiments, also be directed upward, such as when braking.FIG.7Cshows wing720and aircraft700from a perspective view. Although not shown in the illustrations for clarity, the rotating pylon containing the lifting rotor assembly would be mounted at the most outboard location at the wingtips. One possible method embodiment of the present disclosure is a method of operating an aircraft800, seen inFIG.8. Step810is powering up an engine of the aircraft. Step820is directing a plurality of tilt rotors comprising the aircraft in a generally vertical axis of orientation, the plurality of tilt rotors comprising one or more blades. Step830is deploying a sliding panel from a wing comprising the aircraft, the sliding panel configured to be deployed from at least partially within the wing to a prone position on top of the wing. Step840is deploying a fowler flap from the wing, the fowler flap configured to be deployed from at least partially within the wing to a position aft of the wing. Step850is providing lift to the aircraft via the one or more blades. Step860is tilting the plurality of tilt rotors to a generally horizontal axis of orientation. Step870is providing thrust for forward flight to the aircraft via the one or more blades. Another possible method embodiment under the present disclosure is shown inFIG.9.FIG.9shows a method of manufacture900of an aircraft. Step910is providing a fuselage. Step920is coupling one or more wings to the fuselage, the one or more wings configured to provide lift during flight and wherein the one or more wings comprise; a tilt rotor configured to rotate between generally vertical and generally horizontal axes of orientation, the tilt rotor comprising one or more blades configured to provide thrust along the tilt rotor's axis of orientation; a fowler flap apparatus comprising a fowler flap, a first attachment means and a first deployment means, the first attachment means configured to couple the fowler flap to the wing body, and the first deployment means configured to deploy and retract the fowler flap aft of the wing body; and a sliding panel apparatus comprising a sliding panel, a second attachment means, and a second deployment means, the second attachment means configured to couple the sliding panel to the wing body, and the second deployment means configured to deploy and retract the sliding panel from a prone position on top of the wing body. Although the present invention and its advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims. Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition of matter, means, methods and steps described in the specification. As one of ordinary skill in the art will readily appreciate from the disclosure of the present invention, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized according to the present invention. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods, or steps. | 10,431 |
11858630 | DETAILED DESCRIPTION Embodiments describe an agitator for use in a planting system to agitate seeds. The agitator includes one or more oscillating arms to mix and agitate the seeds. The oscillating arms can sweep the seeds toward an outlet of a hopper. Accordingly, the planting system can be used to spread seeds, such as native Australian grass seeds, over a target geography. Although the agitator is mainly described below with respect to agitating seeds in a seed spreader, the agitator may be incorporated in systems used to dispense other particulate matter. For example, the agitator can mix and agitate fertilizer in a hopper of a fertilizer spreader. Thus, reference to the agitator as being a seed agitator, or to the spreading system as being a planting system, is not limiting. In various embodiments, description is made with reference to the figures. However, certain embodiments may be practiced without one or more of these specific details, or in combination with other known methods and configurations. In the following description, numerous specific details are set forth, such as specific configurations, dimensions, and processes, in order to provide a thorough understanding of the embodiments. In other instances, well-known processes and manufacturing techniques have not been described in particular detail in order to not unnecessarily obscure the description. Reference throughout this specification to “one embodiment,” “an embodiment,” or the like, means that a particular feature, structure, configuration, or characteristic described is included in at least one embodiment. Thus, the appearance of the phrase “one embodiment,” “an embodiment,” or the like, in various places throughout this specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures, configurations, or characteristics may be combined in any suitable manner in one or more embodiments. The use of relative terms throughout the description may denote a relative position or direction. For example, “distal” may indicate a first direction along a longitudinal axis of an agitator arm. Similarly, “proximal” may indicate a second direction opposite to the first direction. Such terms are provided to establish relative frames of reference, however, and are not intended to limit the use or orientation of a planting system or an agitator to a specific configuration described in the various embodiments below. In an aspect, an agitator for use in a planting system to mix and agitate seeds is provided. The planting system can spread the seeds over a target geography. For example, the target geography may be a rugged or inaccessible terrain, and thus, the planting system may include an unmanned aerial vehicle (UAV) to carry a hopper containing the seeds and the agitator over the target geography. The UAV may have limited torque output to drive the agitator within the hopper. In an embodiment, the agitator is a sweep agitator having one or more arms that oscillate through a sweep angle in a non-uniform motion, e.g., such that the sweep angle varies over time. The non-uniform motion can disrupt the seeds and reduce the likelihood that the seeds will bind to each other. Accordingly, the agitator can be operated with reduced torque to successfully mix and agitate the seeds. The agitator can sweep the seeds into an outlet of the hopper to successfully reseed the target geography. Given that reduced torque is required to operate the non-uniform motion sweep agitator, the planting system can meet the weight and power constraints incumbent on an airborne platform. Referring toFIG.1, a perspective view of a planting system is shown in accordance with an embodiment. The planting system100can include a mobile transport system to transport a seeding system over a target geography. The mobile transport system can be a ground-based system, such as a tractor, or an airborne system, such as an unmanned aerial vehicle (UAV)104. The seeding system can include a hopper102that contains seeds to spread over the target geography. Accordingly, the hopper102can be mounted on the UAV104and the UAV can carry the hopper102to spread seeds over the ground as the UAV traverses a planting pattern. In an embodiment, the UAV104is a quadcopter-style UAV or drone. The UAV104, however, may be another type of UAV, such as a fixed wing drone, rotary-controlled drone, blimp, manually operated plane or helicopter, ultra-lite glider, or other aerial platform. Alternative copter-style drones include drones having a single blade, eight-blades, etc. In the case of a ground-based system, the hopper102can be mounted on an automobile, bicycle, motorcycle, hand pushed cart, an animal drawn attachment, a land-based robotic system, or any other ground-based platform. The hopper102can contain a payload that is ready to be dispensed, spread, or planted. The payload can include any particulate that behaves, as a group, as a non-Newtonian fluid. For example, the payload may include agricultural seeds such as millet. Alternatively, the payload can include non-agricultural grass seeds, such as native Australian grass seed. The payload may include particulate that is non-biological. For example, the payload may include fertilizer to be spread over the target geography. The planting system100can include an electronics housing106containing electronics to control the operations of the UAV104and/or the seeding system carried by the UAV104. The electronics housing106may contain one or more processors that receive inputs from various sensors of the planting system100. For example, the planting system100can include several onboard sensor devices that capture data relating to the position and orientation of the UAV104. The one or more processors can process the sensor input data to determine outputs for controlling the planting system operation. By way of example, the one or more processors may provide an onboard navigation system that uses data from global positioning system (GPS) or other sensors mounted on the UAV104to determine a location of the planting system100in relation to the target geography. The planting system100can include control software, which when executed by the one or more processors, automates the activities of the aerial and/or land-based mobile transport platform to follow a planting pattern over the target geography. The electronics module can contain wireless communication hardware, such as a Global System for Mobile Communications (GSM) module (modem to communicate and receive and transmit modes), to allow communication between the planting system100and a remote controller. For example, the communication hardware can connect wirelessly to a ground station or a mobile device. The ground station or the mobile device can be used by an operator to remotely control operation of the mobile transport system and/or the seeding system. Referring toFIG.2, a block diagram of a seeding system is shown in accordance with an embodiment. For example, the sensors and modules can be housed in the electronics housing106. A seeding system202functions to spread seeds or other particulate matter over the target geography. The planting system100includes one or more sensors204, a flight control module206, and the targeting module208. The sensors204can include a GPS module, visual, multispectral, hyperspectral, radar, light imaging detection and ranging (LiDAR), and infrared sensors, and visual cameras which register where seeds are planted and record the surroundings of the planting process. In some embodiments, sensors204may include communication modules such as receivers, transmitters, transceivers, etc. The flight control module206can include a communications module to obtain flight commands from an operator, other mobile transport platform, or other system. The targeting module208can include a communications module to obtain targeting commands from user, other mobile transport platform, or other system. The sensors and modules can output data to the seeding system202. The targeting module208can automatically send a dispense seed command to a planting control system210based on location, e.g., when a current GPS location is within the predefined boundaries of the target geography. In an embodiment, once the planting system100is near a predefined location, a live display of the target geography as viewed from the planting system100is displayed to a user, enabling the user to manually send the dispense seed command. The planting control system210can manage mixing, agitation, and dispensation of the seeds contained within the hopper102. As described below, the seeding system202can include an agitator212to mix and agitate the seeds within the hopper102. The seeding system202can also include a gate214to pass the seeds from the hopper102to a surrounding environment, and a spreader216to spread the seeds onto the ground below the mobile transport system104. In an embodiment, the planting control system210, which may include one or more processors executing mixing, agitation, and/or spreading algorithms, can provide outputs to control the mechanical function of the agitator212, the gate214, and/or the spreader216. By way of example, the planting control system210can control a sweep angle of an arm of the agitator212over time, an opening or closing of the gate214, or a rotational speed of a disc of the spreader216. Referring toFIG.3, a cross-sectional view of a seeding system is shown in accordance with an embodiment. The seeding system202includes the hopper102to contain seeds302or other particular. The seeds, such as native Australian grass seeds, can be dispensed from the hopper102into a surrounding environment through an outlet304of the hopper102. For example, the hopper102can include an outlet304, which may include a hole in a bottom wall of the hopper102, and optionally the gate214, that can be opened to allow the seeds302to flow through the outlet304into the surrounding environment. In an embodiment, the agitator212is mounted within the hopper102. The agitator212may be implemented as a sweep agitator212. More particularly, the agitator212can include an arm306that oscillates through a sweep angle308. The arm306can be driven by a drive motor309, which is operably coupled to the arm306. For example, a proximal end of the arm can be mounted on an output shaft of the motor. As described below, the drive motor309can be a servo motor, a stepper motor, or another drive mechanism configured to drive the arm306though the sweep angle308in a pendulum motion. As the arm306is driven, the arm306can be forced through the seeds302contained in the hopper102. The arm306can pass over the outlet304of the hopper102. The outlet304can be within the sweep angle308of the arm306. More particularly, when viewed in a transverse direction (FIG.3) the outlet304can be within the swept space of the sweep angle308. The swept space is defined by movement of a longitudinal axis of the arm306as a distal end of the arm306swings from a first position310past the outlet304to a second position314. As the arm306swings, the distal end can travel along an arc that subtends the sweep angle308. The hopper102can be a rectangular hopper having one or more interior sides. For example, the interior surface of the hopper102can include vertical interior sides312. Accordingly, the first position310can be near a first vertical interior side of the hopper102and the second position314can be near a second vertical interior side of the hopper102. The arm306can pivot through the sweep angle308about a pivot point316. For example, the arm306can extend from the proximal end at the pivot point316to the distal end below the pivot point316. The arm306can swing back and forth about the pivot point316between the first position310than the second position314through the sweep angle308. In an embodiment, the sweep angle308has a median axis318that divide the angle into two half sweep angles. The median axis318may be aligned with the outlet304. More particularly, the median axis318may extend downward from the pivot point316through the outlet304of the hopper102. Accordingly, when the arm306is aligned with the median axis318after traversing half of the sweep angle, the arm306may extend downward from the pivot point316in alignment with the outlet304. The interior surface of the hopper102can include one or more tapering interior sides320. The tapering interior sides320can taper inward toward the outlet304. For example, the hopper102can have a cubical upper portion and a pyramidal lower portion. An upper end of the tapering interior sides320can connect to the vertical interior sides312at a location radially outward from the median axis318, where the upper portion and the lower portion meet. The tapering interior sides320can slant downward from the vertical interior sides312toward the outlet304. The tapering interior sides320can connect to the bottom wall of the hopper102at a location radially (relative to the median axis318) between the outlet304and the location where the tapering interior sides320and the vertical interior sides312meet. It will be appreciated that, as the arm306sweeps through the sweep angle308from the first position310to the second position314, the distal end of the arm306will swing over a tapering interior side320on a first side of the median axis318, past the outlet304, and over a tapering interior side320on a second side of the median axis318. As the arm306passes from the first position310toward the median axis318, it can push seeds302downward along the tapering interior side320, causing the seeds302to eject through the outlet304. Likewise, as the arm306passes from the median axis318toward the second position314, the arm306can pass through and disrupt seeds302, causing the seeds302to mix and fall between the distal end of the arm306and the outlet304. When the arm306reaches a limit of the sweep angle308, the arm306can reverse directions to sweep the same area but in the opposite direction. In this manner, the motion is non-uniform in space. More particularly, the arm306can operate non-uniformly in space by oscillating to sweep out an angle that is centered on the median axis318. In an embodiment, the sweep angle308is less than 180 degrees. In an embodiment, the sweep angle308varies over time. Examples of motion profiles described in more detail below. As the arm306reverses direction to move from the second position314to the first position310, the sequence of ejecting seeds302on one side of the median axis318and disrupting seeds302on the other side of the median axis318can continue. With each sweep of the arm306, seeds302are agitated and ejected through the outlet304. More particularly, as the arm moves seeds downward along the tapering walls, rather than pushing them toward the opposite vertical wall and compressing the seeds302, the arm306can eject the seeds302through the outlet304. Ejection through the outlet304can occur when the gate214is in an open state. When the gate214is in a closed state, the arm306can mix seeds302within the hopper102without ejecting the seeds302through the outlet304. The non-uniform sweeping motion of the arm, which sweeps seeds inward toward the median axis and/or downward toward the outlet, may require less torque as compared to a uniform motion auger, which spins to push seeds laterally outward against the hopper wall. The aerial spreading system can include the spreader216. The spreader216can include a spreader plate322to spread seed302horizontally outward relative to the median axis318. In an embodiment, the spreader plate322is rotatably mounted to the hopper102below the outlet304. The gate mechanism can control the output of seeds302from the hopper102toward the spreader plate322below the outlet304. The rotating spreader plate322can thrust the seeds302laterally outward, based on a rotational speed of the spreader plate322. More particularly, the faster the spreader plate322spins, the further the seeds302may be ejected. Accordingly, the spreader plate rotational speed can be controlled by the planting control system210to determine a width of a planting swath as the planting system100traverses a planting pattern922. Referring toFIG.4, a side view of an agitator is shown in accordance with an embodiment. Reference geometry of the agitator212, including certain spatial geometry of each arm306of the agitator212, is described above. Such reference geometry may be used in a variety of structures that agitate, mix, and dispense seeds302from the hopper102. An example of a particular structure of the agitator212is now provided. In an embodiment, the agitator212includes a base402. The base402can include a plate or another flat structure extending laterally relative to the median axis318. The median axis318can be a vertical axis, and thus, the base402can extend horizontally. The base402may have one or more mounting features to allow the base402to be coupled to the hopper102. For example, the base402may include one or more mounting holes to receive fasteners that fasten the base402to the bottom wall of the hopper102. In an embodiment, the base402can include a base slot403. The base slot403can be a gap in the base402, e.g., a slot extending from a transverse edge of the base402inward toward a column404. The base slot403can be located over the outlet304of the hopper102to allow seeds302to be pushed through the base slot403into the outlet304. The agitator212can include the column404extending upward from the base402. The column404can be a rigid structure having a stiffness that supports the arm motion. More particularly, the column404may be stiff enough to resist torsion and/or bending moments created by the arm306as it oscillates through the sweep angle308. As described above, the arm306can be coupled to the column404at the pivot point316. Referring toFIG.5, a front view of an agitator is shown in accordance with an embodiment. Although the above discussion has mainly focused on a single arm of the agitator212, the arm306may be one of several arms. More particularly, the agitator212can include several arms, e.g., the arm306and a second arm502. Arm306and second arm502may be collectively referred to as arms306herein. Each of the arms306can be pivotably coupled to the column404above the base402. The arms306can extend downward from respective pivot points316to respective distal ends. Accordingly, the arms306can pivot through respective sweep angles308. More particularly, the arm306can sweep through the sweep angle308, and the second arm502can sweep through a second sweep angle308(not shown). Each arm306can be operably coupled to a respective drive motor309. More particularly, one or more drive motors309can be operably coupled to the arms306, and the drive motors309may be configured to drive the arms306according to respective motion profiles. The motion profiles can be controlled by the planting control system210, and may be non-uniform in space, e having respective oscillatory sweep angles, and time, e.g., moving through the respective sweep angles that vary over time, as described below. The agitator212may include features to amplify the agitation and mixing of the seeds caused by the pendulum motion of the arms306. In an embodiment, the agitator212includes one or more paddles504extending from respective arms306. For example, the paddles504may be elongated bars or plates extending laterally outward from the arms306. More particularly, the paddles504can extend from respective distal ends of the arms306. The paddles504can be cylindrical bars, flattened blades, or any other feature that increases a surface area of the arm306structure sweeping through the seeds302. As the paddles504are swept through the seeds302by the drive motors309, the seeds302are mixed and moved within the hopper102. Referring toFIG.6, a bottom view of an agitator is shown in accordance with an embodiment. The second sweep angle308of the second arm502, along which the second arm502can move the paddle504, may overlap the sweep angle308of the arm306, along which the arm306moves the paddle504. When viewed in the transverse direction, as shown inFIG.3, the sweep angles308may be identical. More particularly, the arms306can have equal lengths and the pivot points316can be along a same transverse axis such that the swept arcs of the arms306have the same size and location in the transverse view. Accordingly, the outlet304may be within both the sweep angle308of the arm306and the second sweep angle308of the second arm502. In an embodiment, the swept arcs of the arms306may have a same size, however, the arcs can have a different location in the transverse view. For example, the arm306may include a paddle504that extends in the transverse direction along the first transverse axis602, and a second arm502may include a paddle504that extends in the transverse direction along a second transverse axis604. The first transverse axis602and the second transverse axis604may be laterally offset from each other in the direction of a lateral axis. For example, the drive motor309coupled to the arm306can be near a first lateral edge of the column404, and the drive motor309coupled to the second arm502can be near an opposite lateral edge of the column404. As shown, the arms306can be on opposite transverse sides of the column404. The transverse axes may be offset by a lateral distance, and thus, the swept arcs can also be offset by the lateral distance. More particularly, the vertices of the swept arcs can be offset from each other by the lateral distance. The swept arcs may nonetheless overlap when viewed in the transverse direction, however, the arcs may not be identically located. Nonetheless, the outlet304may be within both sweep angles308, as described above. The arms306may be driven through respective sweep angles308in a same or opposite direction. More particularly, the paddles504of the arms306can be simultaneously moved from the first position310to the second position314to move seeds302in a same direction at a same time on opposite sides of the column404. Alternatively, the paddle504of the arm306may be driven from the first position310to the second position314while the second arm502is driven from the second position314to the first position310. Accordingly, the paddle504of the arm306can move seeds302in a first direction on a first transverse side of the column404while the paddle504of the second arm502is moving seeds302in a second direction on a second transverse side of the column404. This movement of the arms306in opposite directions, e.g., opposite oscillation profiles, can enhance mixing of the seeds302within the hopper102, and thus, may maintain seed dispensation through the outlet304over time. Having discussed the kinematics and certain structural embodiments of the agitator212above, motion profiles used to optimize seed agitation shall now be described. The agitator arms306may oscillate through respective sweep angles308to mix the seeds302within the hopper102. As the paddles504sweep downward along the tapering interior sides320, the seeds302can be pushed toward the median axis318and toward or through the outlet304. Seeds that exit the outlet can fall toward the spreader plate322. Initially, the pendulum motion of the arms306can maintain a steady dispensation rate. Under certain circumstances, however, the dispensation rate can decrease and/or stop altogether. For example, when the payload includes seeds having a tendency to stick together, e.g., native Australian grass seed, the seeds302can bind to each other. After the seeds302within the arc of the arms306are ejected from the hopper102, a vertical shaft of air may remain within the hopper102. The air shaft can be surrounded by columns of seeds stuck against the vertical interior sides312. The stuck seeds302may be dislodged and ejected by increasing a torque input to the drive motors309, however, this may drain the limited energy stored by the planting system100, or exceed the torque capabilities of the system. Accordingly, a motion profile is contemplated that can maintain seed dispensation with reduced torque requirements until all of the seeds302are ejected from the hopper102. In addition to having non-uniform motion in space (oscillatory versus rotational motion), as described above, the oscillatory motion profiles of the arms306may also be non-uniform in time. More particularly, the sweep angle308of each arm306can change over time. Furthermore, a sweep speed of the arms306may vary over time. The combination of non-uniform motion in space and time can reduce the torque requirements of the agitator212. For example, after the arms306have swept the seeds302from within a first vertical column of the hopper102, the sweep angle308can be increased to cause the paddles504to dislodge seeds302that have bound into columns along the vertical interior sides312. The dislodged seeds302can fall downward into the column of air within the hopper102to fill the hopper102along the tapering interior sides320. The paddles504can then sweep the seeds302along the tapering interior sides320and out through the outlet304. Accordingly, the non-uniform motion can reduce the likelihood that the seed mix will compact and bind, and can incrementally dispense seeds302from the hopper102until all of the seeds302are spread. By contrast, a uniform motion agitator, such as a horizontal auger, will compact seeds and may dispense seeds directly over the outlet but will not dispense seeds that bind along the vertical walls of the hopper. Furthermore, the non-uniform motion agitator212can dispense the seeds302using less torque than the uniform motion agitator212. When the sweeping motion of the arms306is initially too large, more seeds may be pushed toward the gate214by the paddles504than the gate can pass. This can lead to compression problems, and more specifically, to seeds quickly binding along the vertical walls of the hopper102. Accordingly, an initial sweep angle308of the non-uniform motion profile may be less than subsequent sweep angles308of the profile. The increasing sweep angles308over time allows for the motion of the seeds302to more closely match the flow capacity of the gate214, and therefore, increase the likelihood that all seeds302will be dispensed from the hopper102. Referring toFIG.7, a table illustrating an agitation sequence having several stages is shown in accordance with an embodiment. The agitation sequence may be part of a motion profile used by the planting control system210to control the agitator212. The table represents an embodiment of the motion profile. The motion profile allows the agitator212to deal with seed mixes that have a tendency to bind together. In an embodiment, the respective drive motors309are configured to drive the arms306during several stages. A method of agitating seeds302can include oscillating the arm306of the agitator212through the first sweep angle704during a first stage702. Subsequently, the arm306can be oscillated through a second sweep angle706during a second stage708. The sweep angles704,706of the first stage702and the second stage708, however, may be different. More particularly, the sweep angle308can increase from, e.g., 60 degrees during the first stage702, to, e.g., 70 degrees during the second stage708. That is, the sweep angle308can be larger during the second stage708than during the first stage702. Accordingly, the sweep angle308can increase during one or more subsequent stages following the initial stage. The increase in the sweep angle308during each stage of the profile can maximize agitation of the seed mix within the hopper102. The method of agitating seeds302may include oscillating the arm306through a third sweep angle710during a third stage712. The third sweep angle710may be different than the second sweep angle706. For example, the third sweep angle710may be larger than the second sweep angle706. By way of example, the third sweep angle710may be 80 degrees, as compared to the second sweep angle706of 70 degrees, although these values are provided by way of example and not limitation. As described above, the increased sweep angle308can disrupt seeds302that are stuck together to promote continued mixing and dispensation of the seeds302. The sweep angle308may not increase during each subsequent stage. In some embodiments, the sweep angle308can be increased in a first subsequent stage, and then reversed to become smaller during a second subsequent stage. For example, the third sweep angle710may be larger than the first sweep angle704and less than the second sweep angle706. In such case, the larger second sweep angle706can occur temporarily, e.g., over a period of a few seconds, to dislodge seeds302into the sweep angle of the third sweep angle710. The momentary increase in sweep angle308can break up the seeds302along the vertical walls of the hopper102and the smaller sweep angle308may then be used to sweep the dislodged seeds302through the outlet304. The motion profile may be a loop in which the sweep angle308is increased to dislodge seeds302and then decreased to dispense seeds302, increased again to dislodge seeds302and then decreased to dispense seeds302, and so on. Whether the motion profile consistently increases the sweep angle308from stage to stage, or includes loops having a set of sweep angles and times that cyclically increase and decrease, the sweep angle308may trend toward a larger angle over time. For example, the sweep angle308can be 60 degrees during an initial stage and 120 degrees during a final stage, and the sweep angle308may increase and/or decrease during different periods of time between those stages. The planting control system210may also alter sweep speed during the mixing process. The sweep speed may be measured in a number of sweeps per unit time. For example, the arm306can have a first oscillatory speed714during the first stage702and a second oscillatory speed716during the second stage708. The first oscillatory speed714may have a value of 12000 sweeps per minute, meaning that the distal end of the arm306sweeps through the sweep angle308(from the first position310to the second position314or from the second position314to the first position310) 12000 times in 1 minute. The second oscillatory speed716can be different than the first oscillatory speed714. It will be appreciated that the change in oscillatory speed may be directly proportional to the change in sweep angle308. For example, the sweep angle308may vary and change from stage to stage, however, the arm306may move with a constant angular speed during each of the stages. For example, the servo motors may drive the arms306at a rate of 60 degrees per 0.3 seconds during one or more stages of the agitation sequence. Given that the angular speed is constant and the sweep angle308is changing, the oscillatory speed as measured in sweeps per minute will be inversely proportional to a size of the sweep angle308. Accordingly, the first oscillatory speed714may be greater than the second oscillatory speed716because the first sweep angle704is less than the second sweep angle308. In an embodiment, the second oscillatory speed716is 10286 sweeps per minute, as compared to the first oscillatory speed714of 12000 sweeps per minute. The larger number of sweeps per unit time during the initial stage is a function of having a smaller angle initially. In an embodiment, the angular speed of the arms306may be varied during one or more of the sequence stages. The angular speed can vary from stage to stage. For example, the angular speed can be increased during the second stage708to cause the second oscillatory speed716to equal the first oscillatory speed714. More particularly, as the sweep angle308increases from 60 degrees in the first stage702to 70 degrees in the second stage708, the angular speed of the arms306may be increased such that the oscillatory speeds of both stages is 12000 sweeps per minute. The angular speed may also vary within a stage. For example, the drive motor309may accelerate the arm306from the first position310. The arm306can reach a first angular speed prior to passing over the gate214, and may then accelerate or decelerate to a second angular speed after passing over the gate214. The arm306can finally be decelerated to the second position314at which point motion of the arm306is reversed to return to the first position310. In an embodiment, the angular speed of the arm306is faster as it passes over the gate214and slower as it moves from the gate214to the second position314. Such a motion profile can increase the force applied to the seeds302during an ejection phase of the oscillation (before passing the gate214) while using less torque and therefore saving energy during the mixing phase of the oscillation (after passing the gate214). Other motion profiles to optimize energy usage, mixing, and ejection rate may be contemplated within the scope of this description. Still referring toFIG.7, as shown, the first stage702may occur for a first period of time, e.g., 90 seconds. The duration of the second stage708may be different than the duration of the first stage702, and the duration of the third stage712may be different than the duration of the second stage708. For example, the second stage708may occur for a second period of time, e.g., 60 seconds, and the third stage712may occur for a third period of time, e.g., 29 seconds. Each stage may be shorter than the preceding stage, or at least, may have a respective duration tuned to the seed mixing and ejection of the particular stage. For example, the first stage702may continue until the seed dispensation slows or stops, indicating that the seeds302are binding within the hopper102, and then the motion profile may advance to the next stage. The second stage708may continue until the seed dispensation slows or stops, indicating that the seeds302are binding within the hopper102, and then the motion profile may advance to the next stage. The length of time for seed dispensation to slow or stop during each stage may depend on variables such as the seed type or a mixture of seed types. Accordingly, the stage lengths or durations may be determined empirically by running each stage until the seeds302in the vicinity of the outlet304are completely cleared, i.e., an air shaft exists over the outlet304and few or no seeds are being dispensed. The determined time can be the duration of the observed stage. The sweep angle308can be increased to reinitiate flow of the seeds302and the dispensation rate can be observed until the seeds are again cleared above the outlet304. The observed duration can be a length of the observed stage. The process can be continued until all seeds302are emptied from the hopper102. Therefore, the stage durations can be empirically derived. Although the stage durations can be empirically derived to develop a motion profile for automatically spreading seeds302, natural variations in the seed mixture may cause the dispensation of seeds to slow or stop prior to an end of the stage. For example, 40 seconds into the 60 second long second stage708, the seeds302in the hopper102may become compacted and stop flowing through the gate214. The planting system100could travel for an additional 15 seconds prior to the next stage restarting the flow of seeds302, and thus, planting may be inconsistent. To avoid the likelihood of inconsistent seed spreading, the planting control system210can iterate to the next stage in the sequence manually or automatically. An operator can manually iterate to the next stage. The operator can remotely control the planting system100. For example, a pilot can fly the UAV104over the target geography using a radio controlled handset or mobile device. In an embodiment, the control device may have a physical or virtual toggle to allow the operator to provide an input to advance the sequence to the next stage. More particularly, the user can actuate the toggle to provide a preemption command that indicates to the planting control system210that seeds are no longer flowing through the outlet304of the hopper102. The operator may detect this visually. The planting control system210may receive the preemption command, and in response to the input, advance the control algorithm to a next stage in the sequence. For example, the planting system100can advance the arm306from the first stage702to the second stage708. The sweep angle308of the arms306in the second stage708may increase, as described above, to disrupt the seeds302and restart flow of the seeds302through the gate214. Accordingly, the preemption command allows the operator to adapt the mixing sequence to operational needs. In an embodiment, the preemption mechanism can send a trigger automatically. For example, the planting system100may include one or more sensors204, such as proximity sensors, cameras, etc., that monitor dispensation of the seeds302through the outlet304. The sensors can detect that the flow of the seeds302has slowed or stopped, and in response, can provide the preemption command to the planting control system210. The planting control system210can advance the sequence to the next stage to ensure that the seeds302keep flowing through the outlet304. Referring toFIG.8, a flowchart of a method of agitating seeds in a hopper is shown in accordance with an embodiment. At operation802, the hopper102can be transported to carry seeds302over the target geography. For example, the UAV104can transport the hopper102containing seeds302through the air over the target geography. As described above, the agitator212can be mounted in the hopper102to mix and dispense seeds302. More particularly, the arm306can oscillate within the hopper102to sweep the seeds302out of the outlet304during one or more stages of the mixing sequence. As described above, the mixing sequence can have several stages. At operation804, during the first stage702, the arm306can oscillate through the first sweep angle704to sweep the seeds302out of the outlet304. When the flow of seeds302through the outlet304slows or stops, the mixing sequence can advance to the second stage708. At operation806, during the second stage708, the arm306can oscillate through the second sweep angle706different than the first sweep angle704to sweep the seeds302out of the outlet304. When the flow of seeds through the outlet304slows or stops, the mixing sequence can advance to a next stage, then a next stage, and so on. For example, at operation808, during an Nth stage, the arm306can sweep oscillate through an Nth sweep angle different than the second sweep angle706to sweep the seeds302out of the outlet304. As the seeds302are mixed and dispensed through the outlet304, the ejected seeds302can be flung radially outward by the spreader plate322. Accordingly, the planting system100can spread seeds302over the target geography. Referring toFIG.9, a block diagram of a computer system is shown in accordance with an embodiment. A computer system902can include the planting control system210to implement the mixing and spreading methods described above. More particularly, the computer system902can perform computer implemented methods that effect the mixing and spreading methods described above. In an embodiment, one or more processors904of the computer system902can execute instructions stored on a non-transitory computer readable medium to cause the planting system100to perform the mixing and spreading methods. The computer system902can include hardware elements connected via a bus906, including a network interface908, that enables the computer system902to connect to other computer systems over a local area network (LAN), wide area network (WAN), mobile network (e.g., EDGE, 3G, 4G, or other mobile network), or other network. Communication interface908can further include a wired or wireless interface for connecting to infrared, Bluetooth, or other wireless devices, such as other mobile transport platforms. The computer system902can include the one or more processors904, such as a central processing unit (CPU), field programmable gate array (FPGA), application-specific integrated circuit (ASIC), network processor, or other processor. Processors904may include single or multi-core processors. In some embodiments one or more controllers910can be used to control the navigation of the mobile transport platform. The controllers may include hardware and software controllers910designed to control the various mobile transport platforms described herein. In some embodiments, the computer system902can include a graphical user interface (GUI)912. The GUI can connect to a display (LED, LCD, tablet, touchscreen, or other display) to output user viewable data. In some embodiments, the GUI can be configured to receive instructions, e.g., through a touchscreen or other interactive interface. In some embodiments one or more sensors204can be used to navigate and to gather data describing the surrounding area that can be used to create a map of local land characteristics. In some embodiments, the sensors204can include various electromagnetic sensors such as visual, multispectral, hyperspectral, RADAR916, LiDAR918, and infrared sensors. In some embodiments, the sensors204can include various communication modules such as GPS or other positioning modules and mobile network communication modules. In some embodiments, the computer system902may include local or remote data stores920. Data stores920can include various computer readable storage media, storage systems, and storage services, such as disk drives, CD-ROM, digital versatile disc (DVD), or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, relational databases, object storage systems, local or cloud-based storage services, or any other storage medium, system, or service. The data stores920can include data generated, stored, or otherwise utilized as described herein. For example, the data stores920can include all or portions of planting patterns922and flight plans924, generated and stored for reference to navigate the planting system100to the target geography. Memory926can include various memory technologies, including RAM, ROM, EEPROM, flash memory or other memory technology. Memory926can include executable code to implement methods as described herein. In the foregoing specification, the invention has been described with reference to specific exemplary embodiments thereof. It will be evident that various modifications may be made thereto without departing from the broader spirit and scope of the invention as set forth in the following claims. The specification and drawings are, accordingly, to be regarded in an illustrative sense rather than a restrictive sense. | 42,878 |
11858631 | DETAILED DESCRIPTION The present disclosure describes systems and methods for launching and/or recovering aircraft, in particular, unmanned aircraft. Many specific details of certain embodiments of the disclosure are set forth in the following description andFIGS.1-14Dto provide a thorough understanding of these embodiments. Well-known structures, systems, and methods that are often associated with such embodiments, but that may unnecessarily obscure some significant aspects of the disclosure, are not set forth in the following description for purposes of clarity. Moreover, although the following disclosure sets forth several embodiments of the technology, several other embodiments of the technology can have different configurations and/or different components than those described in this section. As such, the technology may include other embodiments with additional elements, and/or without several of the elements described below with reference toFIGS.1-14D. Many embodiments of the technology described below may take the form of computer- or controller-executable instructions, including routines executed by a programmable computer or controller. Those skilled in the relevant art will appreciate that the technology can be practiced on computer/controller systems other than those shown and described below. The technology can be embodied in a special-purpose computer, controller or data processor that is specifically programmed, configured or constructed to perform one or more of the computer-executable instructions described below. Accordingly, the terms “computer” and “controller” as generally used herein refer to any data processor and can include Internet appliances and hand-held devices (including palm-top computers, wearable computers, cellular or mobile phones, multi-processor systems, processor-based or programmable consumer electronics, network computers, mini computers and the like). Information handled by these computers can be presented at any suitable display medium, including a CRT display or LCD. The technology can also be practiced in distributed environments, where tasks or modules are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules or subroutines may be located in local and remote memory storage devices. Aspects of the technology described below may be stored or distributed on computer-readable media, including magnetic or optically readable or removable computer disks, as well as distributed electronically over networks. Data structures and transmissions of data particular to aspects of the technology are also encompassed within the scope of the embodiments of the technology. FIG.1is a partially schematic illustration of a system100that includes a first aircraft101and a second aircraft120. The first aircraft101can be configured to launch, capture, or both launch and capture the second aircraft120. Accordingly, the first aircraft101may be referred to herein as a carrier or support aircraft, and the second aircraft120may be referred to herein as a carried or target aircraft. The carrier aircraft can conduct a carrying function before launch and/or after capture, and the carried aircraft can be carried before launch and/or after capture. In particular embodiments, the system100can be configured to operate in an environment140having obstructions141that make conventional techniques for launching and/or capturing the second aircraft120difficult. Further details of representative first aircraft101, second aircraft120, and the environments in which they operate are described below. With continued reference toFIG.1, the first aircraft101can be configured for vertical takeoff and landing (VTOL), and hover, to allow for operation in constrained areas. Accordingly, the first aircraft101can include an airframe102and multiple rotors103(e.g., in a quad-rotor configuration) powered by an on-board power source104. The first aircraft101can include a first capture device105, for example, a flexible capture line106that hangs down from the first aircraft101in a position suitable for engaging with the second aircraft120during a capture operation. In a particular embodiment, the second aircraft120can have a fixed-wing configuration, with a fuselage121carried by fixed wings122. The second aircraft120is propelled by a propulsion system128, e.g., an on-board propulsion system. The propulsion system128can include one or more pusher propellers (one is shown inFIG.2) or tractor propellers, powered by an internal combustion engine, electric motor, battery, and/or other suitable device. The second aircraft120can include a second capture device123positioned to engage with the first capture device105carried by the first aircraft101. In particular embodiments, the second capture device123includes one or more wing tip hooks124. When one of the wings122strikes the capture line106, the corresponding wing tip hook or hooks124releasably engage with the capture line106, causing the captured second aircraft120to dangle from the capture line106. The first aircraft101then guides the capture line106and the captured second aircraft120in a controlled descent to the ground. Further details of representative capture devices and techniques are described in U.S. Pat. Nos. 6,264,140 and 7,059,564, both assigned to the assignee of the present application, and both incorporated herein by reference. In an embodiment shown inFIG.1, the system100includes a downline apparatus170to which the capture line106is attached. The downline apparatus170can include an anchor and/or shock absorbing elements that cushion the impact of the second aircraft120with the capture line106. In operation, the first aircraft101flies upwardly (e.g., vertically upwardly) to a position above the local obstructions141and a height sufficient to facilitate capturing the second aircraft120. As shown inFIG.1, the obstructions141can include trees142(e.g., in a forest or jungle), and the first aircraft101can ascend through a relatively small opening or clearing144in the trees142. The power source104, which provides power to the rotors103of the first aircraft101, can include an internal combustion engine, a battery, and/or another suitable device that is carried aloft with the first aircraft101. In other embodiments described later, the first aircraft101can receive power from a ground-based source. In any of these embodiments, the first aircraft101rises to a position indicated by letter A to capture the second aircraft120, and then descends, as indicated by letter B once the second aircraft120has been captured. Near the ground, the first aircraft can lower the second aircraft120to the ground, autonomously, or under control of a pilot, with or without the assistance of a human operator on the ground to manually handle the aircraft as it descends the last few feet. A representative power source104for the first aircraft101includes a rechargeable battery. An advantage of the rechargeable battery, when compared to other power sources such as an internal combustion engine, is that the battery can eliminate the need for an on-board fuel source (e.g., gasoline, aviation fuel, and/or another fuel) while still providing sufficient short-term power for a launch operation and/or a recovery operation. In particular embodiments, the first aircraft101can be configured not only to capture the second aircraft120, but also to launch the second aircraft120from an aerial position.FIG.2schematically illustrates the general features of such an arrangement. As shown inFIG.2, the first aircraft101can include a central portion107(e.g., a fuselage), and multiple arms108. The propulsion system128can include multiple rotors103carried by the corresponding arms108. The first aircraft101can also include a launch fixture190positioned to securely hold the second aircraft120during an ascent maneuver. The launch fixture190is configured to release the second aircraft120once aloft (e.g., upon command), and permit the first aircraft101to land without the second aircraft120attached. In a particular embodiment, the second aircraft120can include a ScanEagle® UAV, manufactured by Insitu, a subsidiary of The Boeing Company, and in other embodiments, can include other vehicles. In operation, the first aircraft101lifts the second aircraft120as indicated by arrow L, rotates to a suitable orientation as indicated by arrow R and translates to a suitable launch location as indicated by arrow T. Optionally, the first aircraft101can rotate again at the launch location, e.g., to position the second aircraft120facing into the wind for launch. The propulsion system128of the second aircraft120can be started either before the second aircraft120has been lifted, or after the second aircraft120is aloft. Once at the launch location, the first aircraft101releases the second aircraft120for flight, as will be described in further detail later with reference toFIGS.11-12. In some embodiments, the second aircraft120is released at a high enough elevation (and has a suitably high glide slope) that it drops, gains air speed, and then levels off. In other embodiments, the first aircraft101has sufficient forward velocity at launch to reduce or eliminate any drop in elevation by the second aircraft120as the second aircraft120is released. FIG.3is a partially schematic illustration of a representative first aircraft101operating from an enclosed space350. The enclosed space350can include a building351having a restricted opening352through which the first aircraft101exits in preparation for a launch operation, and returns after the launch operation is complete. After returning, the same or a different first aircraft101can be prepared for a capture operation, e.g., by charging (or re-charging) on-board batteries or other power sources, and connecting to a capture line. The first aircraft101can then re-deploy from the enclosed space350to conduct a capture operation and again return to the enclosed space350. The enclosed space350can enhance the “stealth” characteristics of the overall operation by obscuring the ability of others to observe the launch and recovery operations. In other embodiments, the enclosed space350can provide a sheltered area for operations, maintenance, refueling, recharging, inspections, reconfigurations, and/or other suitable elements of flight operations. The enclosed space350can include a temporary structure, a permanent structure, a natural protected volume with a restricted opening (e.g., a cave or overhang), and/or a natural space beneath a forest or jungle canopy (which can optionally be cleared and shaped for suitable operation). The enclosed space350can include soft and/or hard materials, for example, cloth, metal, concrete, wood, suitable fasteners and adhesives, and/or other suitable materials. The first aircraft101, second aircraft120, and associated hardware and systems can be housed in one or more shipping containers353for transport to and from operational locations. The shipping containers353can also be housed in the enclosed space350. To date, forward operations are provisioned at arbitrary times in the typical timeline of a forward operation, without the option to selectively pick and procure arbitrary lists of individual parts required for successful, smooth conduct of operations. Such operations can include surveillance and sensing using daylight and infrared cameras attached to the second aircraft120. The shipping containers353can include standard boxes, for example, molded containers designed for modular (e.g., foldable or easily disassemble) unmanned aircraft, that can be provisioned with arbitrary selected combinations of components. Accordingly, the component set for a given mission can be standardized, which improves the efficiency with which the mission is supported and carried out. FIG.4Ais a partially schematic illustration of a representative first aircraft101operating in an urban environment440that includes obstructions441in the form of buildings445and/or other typically urban structures. The first aircraft101can operate in a manner generally similar to that described above with reference toFIGS.1-3and, in a particular embodiment, can include one or more sensors460to aid in navigation during launch and/or capture operations. The sensor460can be housed in a sensing pod461, a portion of which is shown in greater detail inFIG.4B. As shown inFIG.4B, the sensor460can include a camera462, and the sensing pod461can be formed from a transparent material that protects the camera462, while allowing the camera462suitable access to the environment440. The camera462can operate at visible wavelengths, infrared wavelengths, and/or other suitable wavelengths, depending upon the particular mission carried out by the first aircraft101. The sensing pod461can be carried by the first aircraft101in a position that allows for a significant field of view463(shown inFIG.4A). The camera462can be used to perform any one or combination of functions associated with launching and capturing the second aircraft. For example, the camera462can be used to avoid obstacles as the first aircraft101ascends and descends during launch and/or recovery operations. During recovery operations, the camera462can also be used to gently lower the captured aircraft to the ground without damaging it. As discussed above with reference toFIG.1, the system100can include a downline apparatus170that secures the capture line106to the ground during capture operations. In at least some embodiments, it may not be feasible or practical to secure the capture line to the ground during capture operations. In such cases, the system can be configured to suspend the capture line between multiple first aircraft to provide suitable tension in the line, without relying on a ground-based anchor. For example, referring toFIG.5A, a representative system500acan include two first or support aircraft501a,501bcarrying a first capture device505abetween them. In this embodiment, the first capture device505aincludes a generally vertical capture line506a, e.g., a capture line that is more vertical than horizontal. The two first aircraft501a,501bcan be positioned one above the other to align the capture line506ain a generally vertical orientation. A second aircraft120, e.g., having a configuration generally similar to that described above with reference toFIG.1, can include a corresponding second capture device523athat includes wing-tip hooks524positioned to engage the capture line506a. The two first aircraft501a,501bcan fly cooperatively to provide the proper tension in the capture line506a, and to safely bring the second aircraft120to the ground after capture. In particular embodiments, the coordinated operation of the two first aircraft501a,501bcan be autonomous, or partially autonomous, with the first aircraft501a,501bcommunicating directly with each other to perform the capture and landing operation. In still a further aspect of this embodiment, a manual override instruction issued by the operator (e.g., seizing manual control) will be applied to both the first aircraft501a,501b. FIG.5Billustrates an arrangement similar to that shown inFIG.5A, but with the two first or support aircraft501a,501bcarrying a first capture device505bthat includes a capture line506bpositioned in a generally horizontal rather than vertical orientation (e.g., with the capture line506bmore horizontal than vertical). This orientation can be suitable for capturing a second aircraft having a different second capture device. For example, as shown inFIG.5B, a representative second aircraft520can include a second capture device523bthat in turn includes an upper hook525and a lower hook526. The hooks525,526can be stowed during normal flight and then deployed prior to capture. In particular embodiments, only one of the hooks525,526is deployed, depending upon the position of the second aircraft520relative to the capture line506b. In other embodiments, both hooks525,526can be deployed to provide greater assurance of a successful capture, regardless of whether the second aircraft520passes above or below the capture line506bduring the capture operation. In still further embodiments, multiple first aircraft can carry and deploy capture devices having configurations other than a suspended capture line. For example, referring now toFIG.6, two first aircraft601a,601bare configured to carry a capture device605between them, with the capture device605including a net610. The net610can be used to capture aircraft that may not have the specific capture devices described above with reference toFIGS.5A-5B(e.g., wing-tip hooks and/or upper and lower hooks). In one aspect of this embodiment, the net610may have weights at or near the lower edge to keep the net610properly oriented. In another embodiment, two additional first aircraft601c,601d(shown in dashed lines) are used to provide support and positioning for the lower corners of the net610. In particular embodiments, the second aircraft (not shown inFIG.6) captured via the net610can be specifically configured for such capture operations. For example, the second aircraft can have fewer and/or particularly robust projections that withstand the forces that may be encountered as the second aircraft engages with the net610. In other embodiments, the second aircraft and/or the techniques used to capture the second aircraft with the net610can be configured to avoid the need for such specific designs. For example, the first aircraft601a,601bcarrying the net610can fly the net in the same direction as the incoming second aircraft to reduce the forces imparted to the second aircraft as it engages with the net610. One aspect of an embodiment of the system described above with reference toFIG.1is that the power source for the first aircraft (e.g., a battery-powered motor, or an internal combustion engine) is carried on-board the first aircraft. In other embodiments, power can be supplied to the first aircraft from a ground-based source. For example, referring now toFIG.7, a representative first aircraft701acan receive power from a ground-based power source730, via a power transmission link731. In a particular aspect of this embodiment, the power transmission link731can include a power cable732athat transmits electrical power to a power receiver713carried by the first aircraft701a. The power receiver713can include a connector711, for example, a quick-release electrical connector, which is coupled to one or more on-board electrical motors to drive corresponding rotors703of the first aircraft701a. The first aircraft701acan carry a capture line706for capturing a suitably-equipped second aircraft120a(FIG.5A). In another aspect of an embodiment shown inFIG.7, the system can include multiple first aircraft shown as two first aircraft701a,701b, e.g., to position the power transmission link731in a way that reduces or eliminates interference with the capture line706. For example, one first aircraft701a(shown in solid lines) can carry the capture line706and the power receiver713, and another first aircraft701b(shown in dotted lines) can carry a corresponding power cable732b(also shown in dotted lines) in a position that is offset away from the capture line706. Accordingly, one of the first aircraft can perform the capture operation (and optionally a launch operation) and the other can provide a support function. The first aircraft701bperforming the support function can have the same configuration as the first aircraft701aperforming the capture function, or the two aircraft can have different configurations. For example, the first aircraft701bperforming the support function can have a greater or lesser load capacity, depending on whether the loads associated with the power-cable carrying function are greater or less than the loads associated with the capture function. The corresponding power cable732bcan include multiple segments, for example, one segment between the ground-based power source730and the first aircraft701b, and another between the two first aircraft701a,701b. Whether or not multiple first aircraft701are employed in the arrangement shown inFIG.7, the capture line706can be attached to a downline apparatus770that includes one or more anchors771. The anchor(s)771can perform different functions. For example, one anchor can redirect the path of the capture line706to another anchor, which includes shock absorbing features to cushion the impact of a second aircraft120(FIG.5A) striking the capture line706during a capture operation. As discussed above, the capture line706can be tensioned via a ground-based downline apparatus, or by another aircraft. In still another embodiment, shown inFIG.8, a representative first aircraft101can carry a capture line106that is tensioned by a hanging mass812, e.g., attached to the capture line106at or near its free end. This arrangement can allow the first aircraft101to perform a capture operation while positioned completely above any nearby obstructions141, without the need for access to the ground (or another first aircraft) to provide tension in the capture line106. FIG.9is a partially schematic illustration of a system900that includes a first aircraft901configured to receive power from a ground-based source930via a wireless link. In a particular aspect of this embodiment, the ground-based power source930includes a radiation source933, e.g., a source of illumination or other electromagnetic radiation934. The first aircraft901can include a power receiver913that in turn includes one or more wireless receiver elements914positioned to receive energy from the ground-based power source930. For example, the power receiver913can include one or more photovoltaic cells915that receive the radiation934, convert the radiation to electrical current, and provide the electrical current to motors that drive the rotors103or other propulsion system components. The first aircraft901is shown carrying a capture line906that is connected to a downline apparatus970. The downline apparatus970can include an anchor971(e.g., a pulley) and a tension device972(e.g., an elastic, spring-bearing, and/or other shock absorbing device) for handling and/or controlling the motion of the capture line906and the captured second aircraft (not shown inFIG.9). One feature of embodiments of the system described above with reference toFIG.9is that the wireless system for transmitting energy from the ground to the first aircraft can simplify the flight operations of the first aircraft, for example, by reducing limitations imposed by the power transmission line731discussed above with reference toFIG.7. Conversely, using a wired or direct power transmission link of the type described above with reference toFIG.7can provide energy more efficiently than a wireless link and the energy conversion processes associated therewith. Referring now toFIG.10, in any of the embodiments described above, the systems include one or more controllers1080to monitor and direct the operations of the various aircraft. For example, the first aircraft101can include a first on-board controller1083, and the second aircraft120can include a second on-board controller1084. Each of these controllers directs the movement of the respective aircraft via signals directed to the propulsion systems, moveable aerodynamic surfaces, and/or other aircraft components. In some embodiments, the operation of the first and second aircraft101,120can be completely autonomous, with each aircraft pre-programmed before operation. In other embodiments, both aircraft are controlled via a single ground-based controller, and in still a further particular embodiment, each aircraft is controlled by a separate controller. Accordingly, the overall controller1080can include a first off-board controller1081a(e.g., a first ground station) operated by a first operator1086aand in communication with the first aircraft101via a first communication link1085a. The controller1080can further include a second off-board controller1081b(e.g., a second ground station), operated by a second operator1086b, and in communication with second aircraft120via a second communication link1085b. The first and second operators1086a,1086bcan communicate with each other, e.g., orally by being co-located next to or near each other, or via phone, two-way radio, or any other suitable longer range communication device. The off-board controllers can perform any of a wide variety of diagnostic and informational tasks, in addition to providing control instructions to the first and second aircraft. For example, the controllers can provide an automated or partially automated checklist and countdown procedure for an aircraft launch and/or recovery. FIGS.11-13illustrate first and second aircraft configured in accordance with particular embodiments of the present technology. Beginning withFIG.11, a representative first aircraft101can include a launch fixture1190releasably attached to an attachment fixture1127carried by the second aircraft120. In a particular aspect of this embodiment, the attachment fixture1127fits into a corresponding slot1192of the launch fixture1190, and the launch fixture1190further includes a release mechanism1191. The release mechanism1191can obstruct or prevent motion of the attachment fixture1127until launch, at which point, the release mechanism1191can be moved to a release position (as indicated in dotted lines inFIG.11), allowing the second aircraft120to slide downwardly and away from the first aircraft101via the slot1192. In an embodiment shown inFIG.12, the first aircraft101includes a launch fixture1290configured in accordance with another embodiment of the present technology. The launch fixture1290can include a pivot pin1295that releasably engages with a corresponding attachment fixture1227carried by the second aircraft120. For example, the pivot pin1295can translate into or out of the plane ofFIG.12to disengage from the attachment fixture1227. The first aircraft101can further include a positioning apparatus1293having a plunger1294that, when activated, forces the nose of the second aircraft120downwardly. During a representative launch operation, the pivot pin1295and plunger1294are actuated in sequence to both release the second aircraft120and force the nose of the second aircraft120downwardly so that it (a) picks up sufficient air speed to fly on its own, and (b) reduces the likelihood for interference with the first aircraft101. For example, in one embodiment, the pin1295is disengaged first, and, upon an indication that the pin1295has been successfully disengaged, the plunger1294then operates to push down the nose of the second aircraft120. In another embodiment, the plunger1294is actuated first to place the second aircraft120in a downward-facing orientation, before the pin1295is released. In any of these embodiments, the second aircraft120can be initially carried in a horizontal attitude, for example, as the first aircraft101flies horizontally to a launch site. One advantage of this arrangement is that it is expected to reduce the drag on both the second aircraft120and the first aircraft101during this flight. FIG.13illustrates further details of a representative system1300including the first aircraft101and second aircraft120shown inFIG.2. The first aircraft101can include an airframe102formed by a central portion107and multiple, outwardly extending arms108. Each arm108can support one or more rotors103. For example, in an embodiment shown inFIG.13, each of the four arms supports two counter-rotating rotors103. The first aircraft101can further include multiple landing gear1309and a launch fixture190that are configured to allow the first aircraft101to support the second aircraft120while the first aircraft101is on the ground. In this position, the landing gear1309provide enough ground clearance for the second aircraft120to allow a propeller1329of the second aircraft120to operate. In this particular embodiment, the landing gear1309can include four elements, each configured to support one of the four arms108. One or more of the landing gear elements (e.g., two) can be further configured to have flat, vertically extending surfaces that operate as vertical stabilizers1316to enhance the in-flight stability of the first aircraft1301. FIGS.14A-14Dillustrate systems and methods for capturing unmanned aerial vehicles in a marine or other water-based environment, in accordance with further embodiments of the present technology. For purposes of illustration, capture operations are shown inFIGS.14A-14D. In other embodiments, the same or different aircraft can be used to launch the UAVs, for example, in accordance with the techniques described above. Beginning withFIG.14A, a representative system1400acan include a first aircraft101configured to capture and/or launch a second aircraft120. Accordingly, the first aircraft101can carry a capture line106that is in turn connected to a downline apparatus1470. The downline apparatus1470can be carried at least in part by a water-borne vessel1477(e.g., a boat, ship, barge, and/or other suitable platform), and can include a drag cable1473connected to the capture line106with a connecting device1474(e.g., a slip ring or other suitable device). The drag cable1473is connected to a drag cable deployment device1475(e.g., a winch) that can be used to reel the drag cable1473in and out. The drag cable1473can be connected at its opposite end to an immersible anchor, e.g., a sea anchor1471and (optionally), an additional mass1476, which keeps the drag cable1473in a stable orientation relative to the capture line106and the vessel1477. In one mode of operation, the second aircraft120flies into the capture line106, engaging wing tip hooks124with the capture line106in a manner generally similar to that described above. The drag cable deployment device1475can then be used to reel in the capture line106, the sea anchor1471, and the mass1476, before or after the first aircraft101descends to the vessel1477to deposit the captured second aircraft120. A system1400bin accordance with another embodiment (shown inFIGS.14B-14D) includes a first aircraft101that operates without being attached to the vessel1477via the drag cable1473. Instead, the first aircraft101, with the capture line106, sea anchor1471and optional additional mass1476, can be delivered by the vessel1477to a particular location, and released. After being released, the first aircraft101captures the second aircraft120in a manner generally similar to that discussed above. The first aircraft101then flies the second aircraft120to the vessel1477. For example, as shown inFIG.14C, the first aircraft101can lift the second aircraft120, the sea anchor1471and the additional mass1476from the water and fly toward the vessel1477. At the vessel1477, as shown inFIG.14D, the first aircraft101can lower the second aircraft120to be secured at the vessel1477, and can then itself land on the vessel1477. One aspect of several of the embodiments described above with reference toFIGS.1-14Dis that the disclosed unmanned aerial vehicle systems can include a first, unmanned aircraft that launches, recovers, or both launches and recovers a second, unmanned aircraft. One advantage of this feature is that it allows the second aircraft to be deployed from and returned to sites with very limited access. Accordingly, such systems can operate in areas that are typically inaccessible to second unmanned aircraft having a fixed wing configuration. Because such aircraft typically have a longer endurance than multi-rotor unmanned aerial vehicles, the ability to deploy and recover such aircraft from more remote and inaccessible locations can significantly increase the overall range and endurance of the system. Another feature of at least some of the foregoing embodiments is that the configurations of the first and second aircraft can differ significantly, in a manner that corresponds with the different missions carried out by the aircraft. For example, the first aircraft can be configured to have a relatively short endurance, and can be configured to take off and land vertically, thus allowing it to operate in confined spaces. The second aircraft, by contrast, can be configured to carry out long-range missions, and can further be configured to be launched and/or captured by the first aircraft. From the foregoing, it will be appreciated that specific embodiments of the present technology have been described herein for purposes of illustration, but various modifications may be made without deviating from the disclosed technology. For example, the first and second aircraft described above can have configurations other than those expressly shown in the figures. In general, the first aircraft can have a VTOL configuration, and the second aircraft can have a different (e.g., fixed wing) configuration. However, in other embodiments, either or both the first and second aircraft can have other configurations. As discussed above, the first aircraft can carry out a launch function only, a capture function only, or both a launch and capture function. In particular embodiments, the same aircraft can carry out both launch and capture functions. For example, the first aircraft shown inFIGS.14A-Dcan be configured for capture operations (as shown), or launch operations, or both. In other embodiments, different aircraft (e.g., having the same or different configurations) can carry out the launch and capture functions. For example, in some embodiments, one aircraft launches the second aircraft and, while it is being recharged or otherwise prepared for another launch, a different aircraft performs the capture function. The UAVs described above (e.g., the second aircraft120) are generally small to medium in size. For example, a representative second aircraft has a takeoff gross weight of between 40 and 55 lbs. In other embodiments, the second aircraft can have other suitable weights. Several of the embodiments described above were described in the context of obstructed environments, for example, forested environments, crowded urban environments, and/or other such environments. In other embodiments, the same or similar systems can be used in environments that do not have such obstructions. The first aircraft described above are illustrated as multi-rotor aircraft with four or eight rotors. In other embodiments, the first aircraft can have other rotor configurations (e.g., six rotors). In any of these embodiments, the power sources used to power the first aircraft can include batteries, internal combustion engines, turbines, fuel cells, and/or other suitable sources. In a particular embodiment for which the first aircraft receives power from a ground-based source (for example, a power cable), the function provided by the power cable can be combined with the function provided by the capture line. For example, the same cable can both carry power to the first aircraft from the ground, and can be used to capture the second aircraft. In such embodiments, the cable is thick enough to carry the required electrical current to the first aircraft, thin enough to engage with the capture device carried by the second aircraft, and robust enough to withstand multiple impacts with the second capture device. In general, the capture line is not carried aloft during a typical launch operation. In other embodiments, the capture line can be lifted along with the second aircraft during a launch operation. Accordingly, if the second aircraft undergoes a malfunction shortly after launch, the recovery line can be used to retrieve the second aircraft. Such an arrangement may be suitable if the second aircraft can be launched from the first aircraft while the first aircraft hovers, rather than while the first aircraft is engaged in forward flight. In still further embodiments, the first aircraft can carry the recovery line entirely on board, without the recovery line being connected to the ground. The recovery line can accordingly be stowed on board the first aircraft and deployed only when needed for recovery. When multiple aircraft are deployed to carry out and/or support a launch and/or capture operation (e.g., as discussed above with reference toFIGS.5A-7), any of the aircraft can be programmed with instructions to operate in concert with each other, in a master/slave arrangement, as discussed above with reference toFIG.5A, or in another suitable arrangement. Certain aspects of the technology described in the context of particular embodiments may be combined or eliminated in other embodiments. For example, the launch and recovery functions can be integrated into a single aircraft or divided among multiple aircraft. The sensors described in the context of an embodiment shown inFIGS.4A-Bcan be included in other embodiments as well. Further, while advantages associated with certain embodiments of the technology have been described in the context of those embodiments, other embodiments may also exhibit said advantages, and not all embodiments need necessarily exhibit such advantages to follow within the scope of the present technology. Accordingly, the present disclosure and associated technology can encompass other embodiments not expressly described or shown herein. To the extent any of the materials incorporated herein by reference conflict with the present disclosure, the present disclosure controls. | 37,569 |
11858632 | SUMMARY Various embodiments provide a system for generating thrust at an aerial vehicle. The system comprises a primary electric motor comprising a motor output, a rotor coupled to the motor output and configured to generate a first thrust, an internal-combustion engine coupled to the rotor, an engine shroud defining a shroud inlet and a shroud outlet, and extending over the internal-combustion engine, a cooling fan configured to displace air through the engine shroud to cool the internal-combustion engine and output a second thrust, from the shroud outlet, to augment the first thrust, a nozzle coupled to the shroud outlet, a nozzle actuator configured to drive the nozzle over a range of orientations, and a local controller. The local controller is configured to access a target total thrust, calculate a target rotor speed of the rotor based on the target total thrust, drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor according to the target total thrust, and adjust an orientation of the nozzle to direct a thrust output from the shroud outlet in one or more different orientations relative to the rotor. In some embodiments, the local controller is further configured to store a rotor input torque curve that predicts a target engine torque for rotating the rotor at the target rotor speed based on one or more flight conditions; and estimate a rotor input torque for rotating the rotor at the target rotor speed based on one or more flight conditions. The controller may further be configured to estimate a motor torque output by the primary electric motor based on one or more of a current supplied to the primary electric motor, a voltage across the primary electric motor, or a resistance of the primary electric motor. According to some embodiments, the controller may also be configured to adjust a throttle setpoint of the internal-combustion engine to match a motor torque output of the primary electric motor. In some embodiments, the system may also comprise an output shaft coupling the internal-combustion engine to the rotor, a clutch interposed between the output shaft and the motor output and configured to selectively transfer torque between the output shaft and the motor output, a clutch actuator coupled to the clutch, a first angular position sensor coupled to the output shaft, a second angular position sensor coupled to an output side of the clutch, a battery powering the primary electric motor. The local controller is further configured to, during normal flight operation: trigger the clutch actuator to disengage the clutch; deactivate the internal-combustion engine when a state of charge of the battery exceeds a target battery state of charge or when noise generated by the aerial vehicle exceeds a noise limit or upon failure of the internal-combustion engine; calculate an angular clutch actuator trigger position; and trigger the clutch actuator to engage the clutch when a clutch output reaches the angular clutch actuator trigger position. In some embodiments, calculating the angular clutch actuator trigger position further comprises detecting a position of the output shaft via the first angular position sensor, tracking the position and an angular speed of the output side of the clutch via the second angular position sensor, retrieving a clutch engagement time representing a nominal duration of time for the clutch actuator to transition the clutch from a disengaged position to a minimum engagement position, calculating an angular distance traversed by the clutch output relative to the output shaft over the clutch engagement time based on the angular speed of the clutch output, retrieving an angular offset between the output shaft and the clutch output, and calculating an angular clutch actuator trigger position based on the angular distance and the angular offset. In some embodiments, the system may also include a mount. The primary electric motor, the internal-combustion engine and the local controller are fixed to the mount. The mount is configured to transiently couple to a boom of the aerial vehicle and to locate the rotor on the boom. According to various embodiments, the primary electric motor is arranged below the rotor; the internal-combustion engine is arranged below the rotor; the shroud inlet is interposed between the internal-combustion engine and the rotor; and the shroud outlet faces opposite the rotor to direct air, drawn through the shroud inlet downward to produce the second thrust to augment the first thrust. In some embodiments, the system may further comprises a chassis defining a first power unit location and a second power unit location. The primary electric motor, the rotor, the internal-combustion engine, the engine shroud, the cooling fan, and the local controller form a first power unit mounted to the chassis at the first power unit location. A second power unit mounted to the chassis at the second power unit location. The second power unit comprises a second primary electric motor comprising a second motor output, a second rotor coupled to the second motor output and configured to generate a third thrust, a second internal-combustion engine comprising a second cylinder head and a second output shaft coupled to the second rotor, a second engine shroud defining a second shroud inlet between the second rotor and the second internal-combustion engine, extending over the second cylinder head, and defining a second shroud outlet opposite the second rotor, a second cooling fan coupled to the second engine shroud and configured to displace air through the second engine shroud to cool the second cylinder head and output a fourth thrust, from the second shroud outlet, to augment the third thrust, and a second local controller. The second local controller is configured to access a second target total thrust based on a second flight command received from a primary flight controller of the aerial vehicle, and drive the second primary electric motor to selectively output torque to the second rotor or regeneratively brake the second rotor according to the second target total thrust. In some embodiments, the system may further comprise a chassis defining a first power unit location and a second power unit location. The primary electric motor, the rotor, the internal-combustion engine, the engine shroud, the cooling fan, and the local controller form a first power unit mounted to the chassis at the first power unit location; and a second power unit mounted to the chassis at the second power unit location. The second power unit comprising a second primary electric motor comprising a second motor output; a second rotor coupled to the second motor output and configured to generate a third thrust; a second internal-combustion engine comprising a second cylinder head and a second output shaft coupled to the second rotor; a second engine shroud defining a second shroud inlet between the second rotor and the second internal-combustion engine, extending over the second cylinder head, and defining a second shroud outlet opposite the second rotor; a second cooling fan coupled to the second engine shroud and configured to displace air through the second engine shroud to cool the second cylinder head and output a fourth thrust, from the second shroud outlet, to augment the third thrust; a second nozzle coupled to the second shroud outlet; a second nozzle actuator configured to drive the second nozzle over a range of orientations; and a second local controller. The second local controller is configured to access a second target total thrust based on a second flight command received from a primary flight controller of the aerial vehicle; drive the second primary electric motor to selectively output torque to the second rotor or regeneratively brake the second rotor according to the second target total thrust; and adjust an orientation of the second nozzle to direct a thrust output from the second shroud outlet in one or more different orientations relative to the second rotor. According to some embodiments, the local controller is further configured to calculate the target rotor speed of the rotor based on the target total thrust and a component of the thrust output from the nozzle; adjust a throttle setpoint of the internal-combustion engine according to the target rotor speed; and drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor according to the calculated target rotor speed. In some embodiments, the local controller is further configured to: during a first time period, drive the nozzle actuator to locate the nozzle in a nominal orientation to output the second thrust approximately parallel to the first thrust generated by the rotor; and during a second time period: access a second target total thrust specifying a yaw thrust component; drive the nozzle actuator to locate the nozzle in a yaw orientation according to the yaw thrust component; drive the cooling fan to a second cooling fan speed based on the yaw orientation of the nozzle and the yaw thrust component; calculate a second target rotor speed of the rotor based on the second target total thrust and the second thrust output from the nozzle parallel to the first thrust; adjust a throttle setpoint of the internal-combustion engine according to the second target rotor speed; and drive the primary electric motor to selectively output torque to the rotor and regeneratively brake the rotor according to the second target rotor speed. Various embodiments provide an aerial vehicle comprising a plurality of power units, each power unit comprising: a primary electric motor comprising a motor output; a rotor coupled to the motor output and configured to generate a first thrust; an internal-combustion engine coupled to the rotor; a clutch interposed between the internal-combustion engine and the motor output and configured to selectively transfer torque between the internal-combustion engine and the motor output; and a clutch actuator coupled to the clutch; and a local controller. The local controller is configured to drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor; track an angular position of the internal-combustion engine and an angular position of the clutch; deactivate the internal-combustion engine when a predetermined condition is met; calculate an angular clutch actuator trigger position; and trigger the clutch actuator to engage the clutch when a clutch output reaches the angular clutch actuator trigger position. In some embodiments, the predetermined condition includes a state of charge of a battery powering the primary electric motor exceeding a target state of charge, or noise generated by the aerial vehicle exceeding a noise limit, or upon internal-combustion engine failure. In some embodiments, the aerial vehicle further comprises an engine shroud defining a shroud inlet and a shroud outlet, and extending over the internal-combustion engine; a nozzle coupled to the shroud outlet; and a nozzle actuator configured to drive the nozzle over a range of orientations. The local controller is further configured to adjust an orientation of the nozzle to direct a thrust output from the shroud outlet in one or more different orientations relative to the rotor. According to various embodiments, the local controller is further configured to calculate a target rotor speed of the rotor based on a target total thrust and a component of the thrust output from the nozzle; adjust a throttle setpoint of the internal-combustion engine according to the target rotor speed; and drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor according to the calculated target rotor speed. The local controller may further be configured to during a first time period, drive the nozzle actuator to locate the nozzle in a nominal orientation to output the thrust output from the shroud outlet approximately parallel to a thrust generated by the rotor; and during a second time period: access a second target total thrust specifying a yaw thrust component; drive the nozzle actuator to locate the nozzle in a yaw orientation according to the yaw thrust component; calculate a second target rotor speed of the rotor based on the second target total thrust and the thrust output from the shroud outlet parallel to the first thrust; adjust a throttle setpoint of the internal-combustion engine according to the second target rotor speed; and drive the primary electric motor to selectively output torque to the rotor and regeneratively brake the rotor according to the second target rotor speed. Embodiments further provide a system for generating thrust at an aerial vehicle comprising a primary electric motor comprising a motor output; a rotor coupled to the motor output and configured to generate a primary thrust; an internal-combustion engine coupled to the rotor; an engine shroud defining a shroud inlet, and extending over the internal-combustion engine, and defining a shroud outlet opposite the rotor, a cooling fan coupled to the engine shroud and configured to displace air through the engine shroud to cool the internal-combustion engine and output a secondary thrust, from the shroud outlet, to augment the primary thrust; a nozzle coupled to the shroud outlet; a nozzle actuator configured to drive the nozzle over a range of orientations; and a local controller. The local controller is configured to adjust an orientation of the nozzle to direct secondary thrust output from the shroud outlet in one or more different orientations relative to the rotor. In some embodiments, the local controller is further configured to calculate a target rotor speed of the rotor based on a target total thrust and a component of the secondary thrust output from the nozzle; adjust a throttle setpoint of the internal-combustion engine according to the target rotor speed; and drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor according to the calculated target rotor speed. According to some embodiments, the local controller is further configured to, during a first time period, drive the nozzle actuator to locate the nozzle in a nominal orientation to output the secondary thrust approximately parallel to the primary thrust generated by the rotor; and during a second time period: access a second target total thrust specifying a yaw thrust component; drive the nozzle actuator to locate the nozzle in a yaw orientation according to the yaw thrust component; drive the cooling fan to a second cooling fan speed based on the yaw orientation of the nozzle and the yaw thrust component; calculate a second target rotor speed of the rotor based on the second target total thrust and the secondary thrust output from the nozzle parallel to the primary thrust; adjust a throttle setpoint of the internal-combustion engine according to the second target rotor speed; and drive the primary electric motor to selectively output torque to the rotor and regeneratively brake the rotor according to the second target rotor speed. In some embodiments, the system further comprises a clutch interposed between the internal-combustion engine and the motor output and configured to selectively transfer torque between the internal-combustion engine and the motor output; and a clutch actuator coupled to the clutch. The local controller is further configured to drive the primary electric motor to selectively output torque to the rotor or regeneratively brake the rotor; track an angular position of the internal-combustion engine and an angular position of the clutch; deactivate the internal-combustion engine when a predetermined condition is met; calculate an angular clutch actuator trigger position; and trigger the clutch actuator to engage the clutch when a clutch output reaches the angular clutch actuator trigger position. Various embodiments provide a method for controlling thrust output of a hybrid powertrain in an aerial vehicle including a primary electric motor and an internal-combustion engine. The method comprises receiving a rotor speed command specifying a target rotor speed of a rotor in the aerial vehicle at a first time. The rotor generates a primary thrust. The method further comprises accessing a first battery state of charge of a battery in the aerial vehicle at approximately the first time; accessing a first rotor speed of the rotor at approximately the first time. The method also includes, a motor speed controller, in response to the target rotor speed exceeding the first rotor speed, increasing a cooling fan speed of a cooling fan generating a secondary thrust to augment a total thrust over a first time interval; powering the primary electric motor to drive the rotor to the target rotor speed over a second time interval longer than the first time interval; and increasing a throttle setpoint to increase torque output of the internal-combustion engine over a third time interval longer than the second time interval. The method further includes, in response to the first battery state of charge exceeding a target battery state of charge: decreasing the throttle setpoint to decrease torque output of the internal-combustion engine; and powering the primary electric motor with energy from the battery to selectively output torque to the rotor and maintain rotation of the rotor at the target rotor speed. DESCRIPTION OF THE EMBODIMENTS The following description of embodiments of the invention is not intended to limit the invention to these embodiments but rather to enable a person skilled in the art to make and use this invention. Variations, configurations, implementations, example implementations, and examples described herein are optional and are not exclusive to the variations, configurations, implementations, example implementations, and examples they describe. The invention described herein can include any and all permutations of these variations, configurations, implementations, example implementations, and examples. 1. System As shown inFIGS.1and2, a system100defining a hybrid power unit for thrust generation in an aerial vehicle includes: a primary electric motor110including a motor output112; a rotor120coupled to the motor output112; an internal-combustion engine130including an output shaft134and a cylinder head132; a clutch140interposed between the output shaft134and the motor output112and configured to selectively transfer torque between the output shaft134and the motor output112; an engine shroud150defining a shroud inlet152between the rotor and the internal-combustion engine130, extending over the cylinder head132, and defining a shroud outlet154opposite the rotor; and a cooling fan156coupled to the engine shroud150and configured to displace air through the engine shroud150. The system100also includes a local controller160configured to: receive a rotor speed command specifying a target rotor speed; adjust a throttle setpoint of the internal-combustion engine130according to the target rotor speed and a state of charge of a battery194in the aerial vehicle; and drive the primary electric motor110to selectively output torque to the rotor120and to regeneratively brake the rotor120according to the target rotor speed. In one variation: the rotor120is configured to generate a first thrust; and the cooling fan156is configured to displace air through the engine shroud150to cool the cylinder head132and output a second thrust, from the shroud outlet154, to augment the first thrust. In this variation, the local controller160is configured to: access a target total thrust; estimate the second thrust, output from the shroud outlet154, based on a cooling fan speed of the cooling fan156; calculate a target rotor speed of the rotor120based on the target total thrust and the second thrust; adjust a throttle setpoint of the internal-combustion engine130according to the target rotor speed; and drive the primary electric motor110to selectively output torque to the rotor120and regeneratively brake the rotor120according to the target rotor speed. 2. Method As shown inFIG.5, a method S100for controlling thrust output of a hybrid power unit in an aerial vehicle includes: receiving a rotor speed command specifying a target rotor speed of a rotor in the aerial vehicle at a first time in Block S110; accessing a first battery state of charge of a battery194in the aerial vehicle at approximately the first time in Block S112; and accessing a first rotor speed of the rotor120at approximately the first time in Block S114. The method also includes, at a motor speed controller: in response to the first rotor speed exceeding the target rotor speed, braking a primary electric motor110, coupled to the rotor120, to drive the rotor120to the target rotor speed in Block S120; and, in response to the target rotor speed exceeding the first rotor speed, powering the primary electric motor110to drive the rotor120to the target rotor speed in Block S120. The method further includes: estimating a first efficiency of an engine coupled to the primary electric motor110based on a first engine speed of the internal-combustion engine130at approximately the first time and a first engine torque output of the internal-combustion engine130at approximately the first time in Block S130; calculating an efficiency-based throttle setpoint delta based on a difference between the first efficiency and a target efficiency of the internal-combustion engine130at the first engine speed in Block S132; calculating a charge-based throttle setpoint delta based on a difference between the first battery state of charge and a target battery state of charge in Block S134; and driving a throttle actuator, coupled to an internal combustion engine130coupled to the rotor120, to a new throttle setpoint based on a combination of the efficiency-based throttle setpoint delta and the charge-based throttle setpoint delta in Block S136. 3. Applications Generally, the system100defines a hybrid aircraft power unit configured for installation on an aerial vehicle (e.g., a “drone” or an unmanned aerial vehicle “UAV”) to produce a controlled amount of thrust via a primary electric motor110powered by a battery194in the aerial vehicle and via an internal-combustion engine powered by a liquid fuel. The system100can execute Blocks of the method S100to selectively adjust a torque output of the primary electric motor110and the internal-combustion engine130in order to achieve target total thrust outputs specified, for example, by a primary flight controller in the aerial vehicle and to maintain state of change of a battery194in the aerial vehicle during a flight. In particular, the system100can include an internal-combustion engine coupled to the rotor120and configured to operate on a liquid fuel that exhibits high energy density, thereby enabling the system100to produce a large amount of thrust and thus enabling the aerial vehicle to achieve a large payload capacity over an extended flight duration. However, the internal-combustion engine130may also be capable of only relatively slow changes in output torque responsive to changes in its throttle setpoint. Therefore, the system100can also include a primary electric motor110—coupled to the rotor120and to the internal-combustion engine130—capable of rapid changes in output torque and thus capable of rapidly accelerating and braking the rotor120to a target rotor speed—specified by the primary flight controller—as the output torque of the internal-combustion engine130changes over longer timescales responsive to changes in its throttle setpoint. The internal-combustion engine130and the primary electric motor110can thus cooperate to achieve extended flight times, increase lift and payload capacity, high maneuverability, and robust stability control for an aerial vehicle incorporating one or more instances of the system100, such as a multi-rotor wingless aerial vehicle (e.g., a “quadcopter”). More specifically, the torque output response time of an internal-combustion engine may be too slow to achieve minimum stability controls and maneuverability for a multi-rotor, wingless aircraft. For example, a two- or four-cycle multi-cylinder gasoline engine may not be capable of a large (e.g., 2×) change in crankshaft speed and/or output torque in a time domain of tens or hundreds of milliseconds, which may otherwise be necessary to maintain control of multi-rotor, wingless aircraft—less than 500 kilograms in total laden weight—in the presence of local air currents and updrafts. Furthermore, an internal-combustion engine: may be more prone to failure than an electric motor; may exhibit peak operating efficiency within a relatively narrow range of output torque and engine speed combinations; but may operate on a liquid fuel characterized by (much) higher energy density than an electric battery194. Conversely, the power density of an electric battery194can be relatively low such that an increased size of a battery194in the aerial vehicle may yield a relatively limited increase in operating time of the primary electric motor110while significantly increasing the aerial vehicle's weight and reducing (relatively) the payload capacity of the aerial vehicle. However, the primary electric motor110: can be capable of large (e.g., 2×) changes in output speed and output torque on very short time scales (e.g., tens or hundreds of milliseconds); can exhibit less tendency for failure and fewer failure modes than the internal-combustion engine; and can operate at or near peak efficiency over a (much) wider range of output torque and motor speed combinations than the internal-combustion engine130. Thus, the system100can include both the internal-combustion engine and the primary electric motor110connected in parallel to a rotor, and the local controller160can execute Blocks of the method S100: to achieve rapid changes in rotor speed—responsive to rotor speed commands received from a primary flight controller—by controlling mode and torque output (e.g., torque assistance and regenerative braking) of the primary electric motor110; and to leverage high energy density of liquid fuels to maintain high thrust output from the rotor120and to maintain a target state of charge of the battery194over long timescales by automatically adjusting the throttle setpoint of the internal-combustion engine130. Therefore, the system100can execute Blocks of the method S100in order to: enable a lower-capacity (and therefore lighter) battery194to supply power to a larger primary electric motor110over longer flight times in an aerial vehicle carrying a heavier payload. More specifically, the system100can include both the internal-combustion engine and the primary electric motor110connected in parallel to the rotor120in order: to limit total system weight while enabling a large range of thrust outputs of the system100over long time intervals (e.g., hours) by leveraging high energy capacity of liquid fuel; to achieve rapid rotor speed changes and therefore rapid thrust output changes for tight and consistent stability control by leveraging near-instantaneous changes in torque output of the primary electric motor110; and to maintain the internal-combustion engine130near a peak operating efficiency over a range of output thrusts while maintaining a state of charge of the battery194in order to extend an operating range of the aerial vehicle by selectively switching the primary electric motor110power output and regenerative braking states. Furthermore, the system100can include: an engine shroud150defining a shroud inlet152between the rotor120and the internal-combustion engine130, extending around the internal-combustion engine130, and defining an outlet below the internal-combustion engine130opposite the rotor120; and a cooling fan156configured to draw air into the shroud inlet152, through the shroud to cool the internal-combustion engine130, and out of the shroud outlet154to produce additional thrust augmenting the (primary) thrust generated by the rotor120. Because the cooling fan156is small (relative to the rotor120), the system100can: change the speed of the cooling fan156and thus change this secondary thrust output from the shroud outlet154over time intervals even shorter than the primary electric motor110acting on the rotor120in order to achieve even more rapid changes in total thrust output (or “trim”) of the system100; while maintaining an average air flow rate through the shroud—over a longer time interval—sufficient to maintain the internal-combustion engine130at a target operating temperature. The system100is described herein as a hybrid power unit configured to install in a vertical orientation (i.e., with axis of rotation of the rotor120normal to the ground plane) in a multi-rotor vertical-takeoff-and-landing aircraft, such as in place of a solely-electric power unit. For example, four instances of the system100can be installed at each rotor location in a four-rotor “quadcopter.” However, the system100can be installed in vertical or horizontal orientations in a single- or multi-rotor aircraft of any other configuration. 4. Aerial Vehicle As described above and shown inFIG.3, multiple instances of the system100can be installed on or integrated into a multi-rotor, wingless aerial vehicle300to generate lift and to maneuver the aerial vehicle. In one implementation, the multi-rotor aerial vehicle300includes: a central hub; a primary flight controller180; and a set of rotor booms192extending outwardly from the central hub. In this implementation, the central hub can house: a battery194and a power bus; a fuel cell and fuel rail; and a data bus and wireless communication module coupled to the primary flight controller180. (The aerial vehicle300can also include: a camera; a payload mount; and/or a lifting hook; etc.) For example, the aerial vehicle300can include four rotor booms192extending outwardly from the central hub by a linear distance of approximately one meter and arranged at a radial offset distance of 90° to form a quadcopter chassis190approximately two meters in width. In this example, one instance of the system100can be mounted to the distal end of each rotor boom192. Furthermore, for each instance of the system100: a power line can be connected between the power bus and the instance of the system100to source power to the local controller160, primary electric motor110, and cooling fan156motor in this instance of the system100; a fuel line can be connected between the fuel rail and an induction system in the internal-combustion engine130in this instance of the system100; and a data line can be connected between the data bus and the local controller160in this instance of the system100to enable the local controller160to receive rotor speed commands from the primary flight controller and to access a state of charge of the battery194. Thus, in this example, the system100can include a mount170(e.g., a molded composite mount, a folded-sheetmetal mount) configured to transiently couple to a boom192of the aerial vehicle300and to locate the rotor120in a vertical orientation on the boom192. The primary electric motor110and the internal-combustion engine130are fixed to this mount, and the local controller160is similarly fixed to and/or located within this mount. The primary electric motor110, the rotor120, the internal-combustion engine130, the engine shroud150, the cooling fan156, and the local controller160, etc. can thus form a first power unit mounted to the chassis190of the aerial vehicle at a first power unit location. A second instance of the system100can similarly form a second power unit mounted to the chassis190of the aerial vehicle at a second power unit location. Therefore, in this implementation, the aerial vehicle can include multiple instances of the system100, and the local controller160(and the electronic motor speed controller) in each instance of the system100can execute Blocks of the method S100to realize target rotor speeds—specified in rotor speed command received from the primary flight controller180—on short timescales (e.g., in tens or hundreds of milliseconds). This instance of the system100can thus directly supplant a non-hybrid electric aerial vehicle power unit module by ingesting a simple rotor speed command and rapidly executing this rotor speed command. However, the local controller160(and the electronic motor speed controller) in this instance of the system100can also execute additional Blocks of the method S100to control a throttle setpoint of the internal-combustion engine throughout a flight in order to reduce power consumption by the primary electric motor110, maintain a state of charge of the battery194, operate the internal-combustion engine130near a peak operating (e.g., combustion, thermal) efficiency, and thus extend a range of the aerial vehicle300given a prescribed mass of fuel during this flight. Furthermore, by leveraging the primary electric motor110to achieve rapid changes in the speed of the rotor120(and to smooth torque output of the internal-combustion engine130) and operating the primary electric motor110as a backup drive system for the rotor120in the event of an engine failure (e.g., flame out, piston failure, unresponsive fuel injection or carburetor throttle), the system100can enable the aerial vehicle300to achieve a high degree of maneuverability, efficient and rapid stability control, and long flight times (e.g., two hours) with large payloads (e.g., twice an unladed weight of the aerial vehicle) despite a relatively small (i.e., low-capacity) battery194. In the foregoing example, the aerial vehicle300can include a battery194sized to supply full power to the primary electric motor110in each of the four instances of the system100in the aerial vehicle—carrying a maximum payload—for a period of five minutes when charged to a target state of charge (e.g., 70% or between 70% and 80% of full battery194charge), thereby enabling the aerial vehicle300to land from a maximum altitude (e.g., 1,000 meters) following total engine failure in each of the four instances of the system100. However, in this example, the two-meter-wide aerial vehicle may weigh approximately 50 kilograms when fully fueled for a two-hour flight with a payload twice this fueled weight of the aerial vehicle (i.e., approximately kilograms). 5. Rotor and Driveshaft As shown inFIGS.1and2, the system100includes a rotor120, such as a two- or three-blade propeller including fixed-pitch blades. The rotor120is mounted to a driveshaft, such as in the form of a stub axle coupled to the output shaft134of the primary electric motor110or integrated into an external-rotor housing of the primary electric motor110. Alternatively, the rotor120can be mounted directly to the output shaft134of the primary electric motor110or to the external-rotor housing of the primary electric motor110. 6. Primary Electric Motor The system100also includes a primary electric motor110, such as a brushed AC or DC electric motor or a permanent-magnet brushless AC or DC electric motor. Generally, the primary electric motor110functions as a motor-generator and can be sized to output a maximum torque sufficient to fulfill thrust requirements of the system100for a configuration of the aerial vehicle in which the system100is installed. For example, the primary electric motor110can be sized to produce a maximum thrust equal to one-quarter of the total maximum loaded weight of the aerial vehicle plus a safety factor (e.g., 33%). For example, for the aerial vehicle that defines a quad-copter with four instances of the system100, weighing 50 kilograms, and rated for a maximum payload of kilograms, as described above in connection withFIG.3, the primary electric motor110—in each of the four instances of the system100installed in this aerial vehicle—can be sized to produce a maximum thrust of 500 Newtons when paired with the fixed rotor. Thus, if one of these four instances of the system100fails completely and if the internal-combustion engine130in one of the remaining three instances of the system100also fails, the three primary electric motors110in each of these three instances of the system100can maintain the aerial vehicle airborne when the aerial vehicle is fully loaded. The system100can also include an electronic motor speed controller interposed between the primary flight controller (or the local controller160) and the primary electric motor110. Upon receipt of a rotor speed command from the primary flight controller (or from the local controller160), the electronic communication can implement closed-loop controls to automatically adjust a voltage and/or commutation to the primary electric motor110to rapidly drive the rotor120to a new target rotor speed specified in this rotor speed command and to then maintain the rotor120at this target motor speed until a new command—specifying a different target motor speed—is received from the primary flight controller (or from the local controller160). For example, to accelerate the rotor120responsive to a rotor speed command specifying a higher target rotor speed, the electronic motor speed controller can increase a voltage and commutation speed of the primary electric motor110. Conversely, to decelerate the rotor120responsive to a rotor speed command specifying a lower target rotor speed, the electronic motor speed controller can transition the primary electric motor110into a generate mode to regeneratively brake the rotor120. 7. Engine and Clutch The system100also includes an internal-combustion engine130coupled to the primary electric motor110and the rotor120via a clutch140. In one implementation, the internal-combustion engine130includes a fuel-injected, air-cooled horizontally-opposed (or “flat”), two-cylinder, internal-combustion, gasoline engine mounted in the system100with the axis of its crankshaft parallel to and offset from the rotational axis of the rotor120and primary electric motor110. However, the internal-combustion engine130can include a single-cylinder or multi-cylinder internal-combustion engine with cylinders in any other format or arrangement and configured to operate on any other type of liquid fuel (e.g., nitro methane, alcohol). Yet alternatively, the internal-combustion engine130can include a rotary, radial, turbine, or other type of internal-combustion engine. As shown inFIGS.1,2, and8the clutch140is interposed between the internal-combustion engine130and the rotor120and is configured to selectively: couple (or “engage”) the output shaft134of the internal-combustion engine130to the rotor120; and decouple (or “disengage”) the output shaft134of the internal-combustion engine130from the rotor120. For example, the clutch140can include: a two-way dog clutch mounted to the output shaft134of the internal-combustion engine130; and a clutch body defining an engine-side pulley136. In this example, the motor output112of the primary electric motor110can be coupled to or can define (e.g., can be physically coextensive with) a motor-side pulley114; and the system100can further include a belt116(e.g., a timing or v-groove belt) coupling the engine-side pulley136to the motor-side pulley114. In this example, the system100can also include a clutch actuator146(e.g., a solenoid) configured to selectively engage and disengage the clutch140. In particular, the local controller160can trigger the clutch actuator146to engage the clutch140to couple the output shaft134of the internal-combustion engine130to the rotor120: when the primary electric motor110is actuated to start the internal-combustion engine130at the beginning of a flight; and during a flight when the internal-combustion engine130is operated to directly drive the rotor120. In this example, the local controller160can similarly trigger the clutch actuator146to disengage the clutch140to decouple the output shaft134of the internal-combustion engine130from the rotor120: responsive to an engine failure in order to reduce drag on the rotor120as the local controller160and the electronic motor speed controller transition to driving the rotor120exclusively with the primary electric motor110; and during takeoff and landing procedures in order to reduce rotating mass of the rotor120, engine, and primary electric motor110assembly and thus enable shorter response times to control commands received from the primary flight controller during these higher-risk maneuvers. 7.1 Dog Clutch and Emergency Clutch Disengagement In one implementation shown inFIGS.7and8and described above, the clutch140includes a two-way dog clutch configured to transfer torque between the internal-combustion engine130and primary electric motor110. In this implementation, during a start cycle, the local controller160can trigger the clutch actuator146to engage the clutch140and then actuate the primary electric motor110to start the internal-combustion engine130before takeoff. Alternatively, the local controller160can trigger the clutch actuator146to engage the clutch140and then actuate the primary electric motor110—with the internal-combustion engine130rotating but inactive—during a takeoff procedure; once the aerial vehicle reaches a minimum altitude (e.g., 10 meters), the local controller160can activate a spark or glow plug in the internal-combustion engine130and/or increase the throttle setpoint of the internal-combustion engine130in order to start the internal-combustion engine130. Once the internal-combustion engine130is started and throughout subsequent missions executed by the aerial vehicle, the local controller160can maintain the clutch140in this “engaged” position, modulate the throttle setpoint of the internal-combustion engine130, selectively transition the primary electric motor110between torque output and regenerative braking states, and modulate the torque output of the primary electric motor110—in the torque output state—in order to control the thrust generated by the rotor120according to commands received from the primary flight controller180. Once the aerial vehicle completes this mission and a landing, the local controller160can trigger the clutch actuator146to disengage the clutch140, thereby separating the clutch140for storage (e.g., to prevent corrosion and cohesion of the clutch140due to long-term contact between the dogs142and dog receivers144in the clutch140) and/or to enable the internal-combustion engine130to be serviced separately from the primary electric motor110. Alternatively, as the aerial vehicle prepares to land—such as once the aerial vehicle descends to a minimum altitude (e.g., 10 meters)—the local controller160can: trigger the clutch actuator146to disengage the clutch140; and deactivate the internal-combustion engine130(e.g., by deactivating a spark or a glow plug in the internal-combustion engine130) while modulating the torque output of the primary electric motor110—in the torque output state—in order to control the thrust generated by the rotor120according to commands received from the primary flight controller180as the aerial vehicle lands and without drag from the internal-combustion engine130. Furthermore, in this implementation, in response to detecting a failure at the internal-combustion engine130, the local controller160can: (transition the motor into the torque output state) trigger the clutch actuator146to disengage the clutch140; and drive the primary electric motor110to increase torque output by the primary electric motor110to the rotor120(i.e., to compensate for loss of power transmission from the internal-combustion engine130). For example, the controller can detect a failure at the internal-combustion engine130in response to: a rapid increase in power demand from the primary electric motor110to maintain a target speed of the rotor120; and then no or minimal reduction in power demand from the primary electric motor110to maintain the target speed following (i.e., despite) large increases in the throttle setpoint of the internal-combustion engine130. (In this example, after triggering disengagement of the clutch140, the local controller160can also: power the primary electric motor110—via the battery194—to drive the rotor120to target rotor speeds received from the primary flight controller180for a backup power duration (e.g., up to five minutes) supported by the battery194at the target battery state of charge (e.g., between 70% and 80% of full battery194charge); generate a command or prompt to land the aerial vehicle within the backup power duration; and return this command to the primary flight controller180, which can autonomously land the aerial vehicle according to the command or return the prompt to a human operator.) Additionally or alternatively, in this implementation, to reengage the clutch140with the internal-combustion engine130stopped while the aerial vehicle is in flight, the local controller160can: stop the primary electric motor110while the primary flight controller180interfaces with other power units in the aerial vehicle to increase total thrust output; trigger the clutch actuator146to engage the clutch140; and then actuate the primary electric motor110to start the internal-combustion engine130. Similarly, in this implementation, to reengage the clutch140with the internal-combustion engine130active while the aerial vehicle is in flight, the local controller160can: drive the primary electric motor110and the internal-combustion engine130to an angular speed while the primary flight controller180interfaces with other power units in the aerial vehicle to maintain a total, balanced thrust output of the aerial vehicle; and then trigger the clutch actuator146to engage the clutch140. 7.2 Timed Clutch Engagement/Disengagement In one variation, the local controller160tracks angular positions of the internal-combustion engine130output shaft134and the clutch140and times of engagement of the clutch140by the clutch actuator146in order to align the dogs142of the clutch140to their corresponding dog receivers144in order to enable in-flight re-engagement of the clutch140when the input and output sides of the clutch140(e.g., the internal-combustion engine130output shaft134and the engine-side pulley136connected to the primary electric motor110) are at different speeds (e.g., when the internal-combustion engine130is stopped mid-flight, such as to reduce fuel consumption and/or reduce noise generated by the aerial vehicle). In this variation, the system100can include: a first angular position sensor coupled to the internal-combustion engine130output shaft134; and a second angular position sensor coupled to the output side of the clutch140(or to the primary electric motor110, the rotor120). During normal flight operation, the local controller160can trigger the clutch actuator146to disengage the clutch140and then deactivate the internal-combustion engine130, such as: when the current state of charge of the battery194in the aerial vehicle exceeds the target state of charge (e.g., in order to reduce rotating resistance of the rotor120as the primary electric motor110—powered by the battery194—drives the rotor120to a target rotor speed); and/or when noise generated by the aerial vehicle exceeds a local noise limit. As the battery state of charge drops below the target battery state of charge, the controller can: detect the current position of the internal-combustion engine130output shaft134via the first angular position sensor; track the current position and angular speed of the output side of the clutch140via the second angular position sensor; retrieve a clutch engagement time (e.g., from local memory) representing a nominal (e.g., average) duration of time for the clutch actuator146to transition the clutch140from the current disengaged position to a minimum engagement position; calculate an angular distance traversed by the clutch140output relative to the internal-combustion engine130output shaft134over the clutch140engagement time based on the current angular speed of the clutch140output; retrieve an angular offset (e.g., 0°, 90°, 180° or 270° for a four-dog clutch) between the engine output shaft134and the clutch140output in which the dogs142of the clutch140align with corresponding receivers in the clutch140; and calculate an angular clutch actuator146trigger position by subtracting the angular distance from the angular offset. (The local controller160can also correct the angular clutch actuator146trigger position by a stored calibration value tuned for the particular clutch and clutch actuator146.) The local controller160can then trigger the clutch actuator146to engage the clutch140when the clutch140output reaches the angular clutch actuator146trigger position, thereby enabling the dogs142to align with the receivers in the clutch140as the clutch140engages and reducing or eliminating bounce and slippage within the clutch140during engagement. In one implementation in which the aerial vehicle includes multiple (e.g., four) power units, the local controller160can also reduce the speed of the rotor120(e.g., by reducing the voltage across the primary electric motor110) in order to reduce an angular speed difference (or “mismatch”) between the internal-combustion engine130output shaft134and the clutch140output, thereby reducing impact and wear between the dogs142and dog receivers144in the clutch140. In this implementation, the primary flight controller180and local controllers160in the other power units can compensate for the reduction in output thrust of this power unit by similarly reducing the speed of a rotor in a second, opposing power unit and increasing speeds of the rotors in the remaining (e.g., third and fourth) power units in the aerial vehicle. Thus, in this variation, the local controller160can time actuation of the clutch actuator146based on performance of the clutch actuator146, the geometry of the clutch140, and the speed of the internal-combustion engine130output shaft134and the clutch140output in order to selectively re-engage the clutch140during operation, such as after stopping the internal-combustion engine130during flight. 7.3 Other Clutch Systems However, the clutch140can additionally or alternatively include a friction clutch (e.g., a single-plate or multi-plate clutch), a conical-spring (or “diaphragm” clutch), or any other type of clutch. In this implementation, the input side of the clutch140can be mounted to the output shaft134of the internal-combustion engine130, and the output side of the clutch140can include a second pulley136of a first radius. Furthermore, in this implementation, a first pulley114can be mounted to or integrated into the external-rotor of the primary electric motor110(i.e., between the rotor120and the primary electric motor110); and a belt116can couple the first and second pulleys114,136, thereby coupling the internal-combustion engine130and the clutch140to the primary electric motor110and the rotor120. In other variations, the internal-combustion engine130includes a gas turbine or other type of internal-combustion engine and is coupled to the primary electric motor110and to the rotor120via a geared transmission, a bevel-drive, a constant-velocity transmission, or other power transmission subsystem. 8. Cooling Fan and Engine Shroud The system100also includes: an engine shroud150arranged about the internal-combustion engine130; and a cooling fan156configured to force air through the engine shroud150in order to cool the internal-combustion engine130and/or to increase a total thrust output of the system100. In one implementation shown inFIG.5, the system100includes one discrete engine shroud150arranged over each cylinder head132(or cylinder bank) of the internal-combustion engine130and extending above and below the cylinder head132(or cylinder bank) parallel to the crankshaft of the internal-combustion engine130. In this implementation, the system100also includes one cooling fan156arranged in each engine shroud150, and each cooling fan156can thus draw air from above the internal-combustion engine130, into the shroud inlet152of the corresponding engine shroud150, over the corresponding cylinder head132of the internal-combustion engine130, and out of the shroud outlet154of the engine shroud150below to both cool this cylinder head132and output thrust. Alternatively, the system100can include a manifold coupling the shroud inlets152of these engine shrouds150to a common inlet extending laterally (i.e., substantially perpendicular to the axis of rotation of the rotor120) over a rotor boom192and toward a central hub of the aerial vehicle, shown inFIG.1. In this implementation, the system100can include a single cooling fan156arranged across or near the common inlet in the manifold and can draw air—above the internal-combustion engine130—laterally into the shroud inlet152of the manifold, over the cylinder heads132of the internal-combustion engine130, and out of the shroud outlets154of the engine shroud150in order to cool the internal-combustion engine130and/or increase the total thrust output by the system100. However, the engine shroud150can define any other form or geometry, and the system100can include any other configuration of cooling fans156configured to draw air through the engine shroud150. 9. Controls The system100also includes a local controller160configured to execute Blocks of the method S100to control a total thrust output of the system100, a temperature and efficiency of the internal-combustion engine130, and current (or electrical power) flux through the system100, as shown inFIG.5. In particular, the controller can be arranged in a housing within the system100and can cooperate with the electronic motor speed controller to set a speed of the primary electric motor110, set a throttle setpoint of the internal-combustion engine130, a set a speed of the cooling fan156(s) based on: a rotor speed command received from the primary flight controller in the aerial vehicle; a state of charge of a battery194in the aerial vehicle (e.g., received from the primary flight controller or read directly from this battery194); and various sensor data (e.g., a temperature of the internal-combustion engine130). 9.1 Target Rotor Speed Command Block S110of the method S100recites receiving a rotor speed command specifying a target rotor speed at a first time. Generally, in Block S110, the system100can receive rotor speed commands from the primary flight controller, such as on a regular interval of 10 Hz (i.e., ten control cycles per second), as shown inFIG.5. In one implementation, the electronic motor speed controller receives a rotor speed command directly from the primary flight controller (e.g., via a data bus in the aerial vehicle) during a command cycle and automatically passes this rotor speed command to the local controller160while executing methods described below to drive the primary electric motor110to the specified target rotor speed. In one variation, the local controller160receives a thrust command—specifying a target thrust output of the system100—from the primary flight controller during a command cycle, converts this thrust command into a target rotor speed based on a current altitude of the aerial vehicle, and then passes this target rotor speed to the electronic motor speed controller for immediate execution. However, the local controller160can receive or calculate a target rotor speed in any other way in Block S110. 9.2 Rotor Speed Command and Electronic Motor Speed Controller Block S120of the method S100recites, at an electronic motor speed controller, driving a primary electric motor110, coupled to the rotor120, to the target rotor speed. Generally, upon receipt of the target rotor speed during a command cycle, the electronic motor speed controller can implement closed-loop controls to automatically adjust torque output and regenerative braking settings of the primary electric motor110in order to rapidly achieve and then maintain this target motor speed in Block S120. In one example, if the current rotor speed is less than the target rotor speed and if the primary electric motor110is currently in an output mode, the electronic motor speed controller can increase a voltage (e.g., an average voltage within a pulse-width-modulated power signal) across the primary electric motor110in order to increase the speed of the rotor120. However, if the current rotor speed is less than the target rotor speed and if the primary electric motor110is currently in a generator mode, the electronic motor speed controller can: decrease a regenerative braking setpoint of the primary electric motor110in order to decrease torque resistance against the internal-combustion engine130and thus enable the internal-combustion engine130to increase the speed of the rotor120given its current throttle setpoint, such as if the current rotor speed is slightly (e.g., 2%) less than the target rotor speed; or transition the primary electric motor110into the output mode and increase the voltage across the primary electric motor110to assist the primary electric motor110in increasing the speed of the rotor120, such as if the current rotor speed is significantly (e.g., more than 2%) less than the target rotor speed Conversely, if the current rotor speed is more than the target rotor speed and if the primary electric motor110is currently in the output mode, the electronic motor speed controller can: decrease the voltage across the primary electric motor110in order to decrease the speed of the rotor120, such as if the current rotor speed is slightly (e.g., less 50 rpm) more than the target rotor speed; or transition the primary electric motor110into the generator mode in order to regeneratively brake the primary electric motor110and thus rapidly decrease the speed of the rotor120, such as if the current rotor speed is significantly (e.g., more than 2%) more than the target rotor speed. However, if the current rotor speed is more than the target rotor speed and if the primary electric motor110is currently in the generator mode, the electronic motor speed controller can increase the regenerative braking setpoint of the primary electric motor110in order to increase torque resistance against the internal-combustion engine130and thus slow the rotor120. 9.3 Engine Efficiency Block S130of the method S100recites estimating a first efficiency of an engine coupled to the primary electric motor110based on a first engine speed of the internal-combustion engine130at approximately the first time and a first engine torque output of the internal-combustion engine130at approximately the first time. Generally, during the command cycle, the local controller160can also estimate a total instantaneous rotor input torque, an instantaneous torque output of the primary electric motor110, and an instantaneous output torque of the internal-combustion engine130during this command cycle, as shown inFIGS.5and6. In one implementation, the local controller160: accesses a rotor model that links altitude of the aerial vehicle (which corresponds to air density) and rotor speed to total rotor input torque for the configuration of the rotor120(e.g., the current pitch of the blades of the rotor120); and queries this rotor model for a total rotor input torque based on the current altitude of the aerial vehicle and the current speed of the rotor120. The local controller160can also: access (e.g., from the electronic motor speed controller) a voltage across the primary electric motor110(which is a positive value regardless of the mode of the primary electric motor110because the system100rotates the primary electric motor110in only one direction during operation); access an electrical current through the primary electric motor110(which is a positive value when the primary electric motor110is in the output mode and a negative value when in the generator mode); multiply this voltage by this electrical current to calculate a power output of the motor (which is a positive value when the primary electric motor110is in the output mode and a negative value when the primary electric motor110is in the generator mode); and then divide this power output by the current speed of the primary electric motor110(or the rotor120) to calculate an instantaneous torque output of the primary electric motor110(which is a positive value when the motor is in the output mode and a negative value when the motor is in the generator mode). The local controller160can then calculate the instantaneous torque output of the internal-combustion engine130by subtracting the instantaneous torque output of the primary electric motor110from the total rotor input torque for the current command cycle. Alternatively, the local controller160can measure the current torque output of the internal-combustion engine130directly via a torque sensor coupled to the internal-combustion engine130, such as arranged between the internal-combustion engine130and clutch. The local controller160can then: calculate a speed of the internal-combustion engine130based on a current speed of the primary electric motor110and a known drive ratio between the internal-combustion engine130and the primary electric motor110; retrieve a stored engine efficiency curve (or “map”)600for an engine at or near the current engine speed (as shown inFIG.6); and query this engine efficiency curve for an estimated efficiency of the internal-combustion engine130during the current command cycle based on the current torque output of the internal-combustion engine130. In another implementation, the local controller160can pass a current throttle setpoint, the current engine speed, the instantaneous speed of the rotor120, and an instantaneous output current of the primary electric motor110(which represents a resistive torque output of the primary electric motor110when the primary electric motor110is regeneratively braking the rotor120and an assistive torque output of the primary electric motor110when the primary electric motor110is in the output mode) into a stored engine efficiency model in order to directly estimate the efficiency of the internal-combustion engine130during this command cycle. However, the local controller160can implement any other method or technique to estimate the current efficiency of the internal-combustion engine130. 9.4 Efficiency-Based Throttle Setpoint Delta Block S132of the method S100recites calculating an efficiency-based throttle setpoint delta based on a difference between the first efficiency and a peak efficiency of the internal-combustion engine130at the first engine speed. Generally, in Block S132, the local controller160can calculate a change in the throttle setpoint of the internal-combustion engine130predicted to increase the operating efficiency of the internal-combustion engine130. In one implementation, the local controller160: retrieves a stored engine efficiency curve for an engine at or near the current engine speed; reads or calculates the current operating efficiency of the internal-combustion engine130based on this engine efficiency curve and the instantaneous torque output of the internal-combustion engine130, as described above, and then reads or calculates a target torque output of the internal-combustion engine130—predicted to yield a peak engine efficiency at (or near) the current engine speed—from this engine efficiency curve. The local controller160then calculates an efficiency-based throttle setpoint delta as a function of (e.g., proportional to) the difference between the actual and target torque outputs of the internal-combustion engine130for the current engine speed during the current command cycle. For example, the local controller160can calculate a negative efficiency-based throttle setpoint delta if the actual torque output of the internal-combustion engine130exceeds the target torque output for the current engine speed; and vice versa. 9.5 Charge-Based Throttle Setpoint Delta Block S134of the method S100recites calculating a charge-based throttle setpoint delta based on a difference between the first battery state of charge and a target battery state of charge. In one implementation, the local controller160: reads or accesses the current state of charge of the battery194; and retrieves or calculates a target charge state of the battery194. In particular, the local controller160can implement a target charge state of the battery194that is less than fully-charged (or “100%”) in order to enable battery194headroom for the primary electric motor110to slow the rotor120and engine through regenerative braking by dumping captured energy from the internal-combustion engine130and rotor into the battery194without overcharging the battery194. For example, the local controller160can implement a fixed target state of charge, such as 75%. Alternatively, the local controller160can calculate a target state of charge for the current flight or for the current control cycle. For example, the local controller160can calculate a target state of charge for the current flight: proportional to a current payload of the aerial vehicle; and/or inversely proportional to a remaining flight time for the current flight (e.g., because the battery194may be recharged at lower cost with fixed ground-based infrastructure rather than by the internal-combustion engine130). The local controller160can then calculate a target total current draw from the battery194based on a difference between the actual and target states of charge of the battery194. For example, the local controller160can calculate a target total current draw—for the current command cycle—that is: proportional to a difference between the actual and target state of change of the battery194; negative if the actual state of change is less than the target state of change; and positive if the actual state of change is more than the target state of change. The local controller160can then calculate a charge-based throttle setpoint delta for the internal-combustion engine130as a function of (e.g., inversely proportional to) the target total current draw. For example, the local controller160can calculate a positive throttle setpoint delta if the target total current draw is negative such that implementation of this positive throttle setpoint delta increases the output torque of the internal-combustion engine130, increases regenerative braking of the primary electric motor110in order to maintain the rotor120at a current target rotor speed, and thus increases current output of the primary electric motor110to recharge the battery194. Conversely, the local controller160can calculate a negative throttle setpoint delta if the target total current draw is positive such that implementation of this negative throttle setpoint delta decreases the output torque of the internal-combustion engine130, increases a torque output of the primary electric motor110in order to maintain the rotor120at a current target rotor speed, and thus increases current draw of the primary electric motor110to reduce the charge state of the battery194. 9.6 Temperature-Based Throttle Setpoint Delta In one variation, the local controller160can also: read or access a temperature of the internal-combustion engine130from a temperature sensor162coupled to the internal-combustion engine130; and calculate a temperature-based throttle setpoint delta as a function of (e.g., proportional to) a difference between the current engine temperature and a target operating temperature of the internal-combustion engine130. For example, the local controller160can calculate a negative temperature-based throttle setpoint delta if the current engine temperature exceeds the target operating temperature of the internal-combustion engine130; and vice versa. 9.7 Throttle Setpoint Adjustment Block S136of the method S100recites driving a throttle actuator, coupled to an internal-combustion engine coupled to the rotor120, to a new throttle setpoint based on a combination of the efficiency-based throttle setpoint delta and the charge-based throttle setpoint delta in Block S136. In one implementation, the local controller160can merge the efficiency-based throttle setpoint delta, the charge-based throttle setpoint delta, and/or the temperature-based throttle setpoint delta with the current throttle setpoint of the internal-combustion engine130in order to calculate a new target throttle setpoint for the internal-combustion engine130. In one example, the local controller160: sums the efficiency-based throttle setpoint delta, the charge-based throttle setpoint delta, the temperature-based throttle setpoint delta, and the current throttle setpoint of the internal-combustion engine130to calculate the new target throttle setpoint delta for the current command cycle. In another implementation, the local controller160weights these throttle setpoint deltas. For example, the local controller160can: weight the efficiency-based throttle setpoint delta inversely proportional to the current fuel fill level of the aerial vehicle; weight the charge-based throttle setpoint delta proportional to the current payload carried by the aerial vehicle; and then sum the weighted efficiency-based throttle setpoint delta, the weighted charge-based throttle setpoint delta, and the current throttle setpoint of the internal-combustion engine130to calculate the new target throttle setpoint delta for the current command cycle. The local controller160can then drive a throttle actuator—coupled to the internal-combustion engine130—to this new target throttle setpoint in Block S136. 9.8 Torque-Based Closed-Loop Controls In one implementation, the local controller160implements closed-loop controls to vary the throttle setpoint of the internal-combustion engine130and the power output of the primary electric motor110to maintain the rotor120at a target rotor speed based on a torque output of the internal-combustion engine130at a target engine efficiency at the corresponding engine speed, an estimated torque output of the primary electric motor110, and an estimated torque input to the rotor120to maintain this rotor speed. For example, the local controller160can: receive a target rotor speed from the primary flight controller180; or calculate a target rotor speed based on a total thrust value or an uncorrected rotor speed received from the primary flight controller180, such as described below. The local controller160can then: calculate a target engine speed corresponding to the target rotor speed (e.g., based on a known gear or pulley ratio between the internal-combustion engine130output shaft134and the rotor120); and reference the internal-combustion engine130efficiency curve described above to calculate a target engine torque corresponding to target (e.g., maximum) engine efficiency at the target engine speed. The local controller160can similarly: store a rotor input torque curve (or “map”) that predicts a torque required to rotate the rotor120at a particular rotor speed, such as based on altitude, barometric pressure, and/or humidity; and reference this rotor input torque curve to estimate a rotor input torque necessary to rotate the rotor120at the target rotor speed (e.g., based on the current altitude of the aerial vehicle, a current barometric pressure, and/or a current humidity). The local controller160can also estimate a current motor torque output by the primary electric motor110based on a current supplied to the primary electric motor110(e.g., measured by an ammeter connected to the primary electric motor110), the voltage across the primary electric motor110, and/or the resistance of the primary electric motor110. Then, in response to the target engine torque exceeding the estimated rotor input torque, the local controller160can: transition the primary electric motor110to the regenerative braking state; implement closed-loop controls to adjust the braking rate of the primary electric motor110on short time intervals (e.g., 100 milliseconds, 500 milliseconds) to regeneratively brake the rotor120to the target rotor speed; and implement closed-loop controls to adjust the throttle setpoint of the internal-combustion engine130on longer time intervals (e.g., one second, two seconds) to maintain the motor torque of the primary electric motor110—opposite the direction of rotation of the rotor120—at (or near, proximal) a difference between the target engine torque and the rotor input torque. The local controller160can thus brake the primary electric motor110at different rates and adjust the throttle setpoint of the internal-combustion engine130in order to match the torque of the primary electric motor110—resisting rotation of the rotor120—to the difference between a) the estimated torque necessary to rotate the rotor120at the target speed and b) the target engine torque, thereby maintaining the rotor120at the target rotor speed, maintaining the internal-combustion engine130within a target operating efficiency range, and recharging the battery194in the aerial vehicle. Similarly, in response to the estimated rotor input torque exceeding the target engine torque, the local controller160can: transition the primary electric motor110to the power output state; implement closed-loop controls to drive the primary electric motor110to output torque, in the direction of rotation of the rotor120, to advance the rotor120to the target rotor speed on short time intervals; and implement closed-loop controls to adjust the throttle setpoint of the internal-combustion engine130on longer time intervals to maintain the motor torque of the primary electric motor110—in the direction of rotation of the rotor120—at (or near, proximal) the difference between the target engine torque and the rotor input torque. The local controller160can thus drive the primary electric motor110at different output torques and adjust the throttle setpoint of the internal-combustion engine130in order to match the torque output by the primary electric motor110—in the direction of rotation of the rotor120—to the difference between a) the estimated torque necessary to rotate the rotor120at the target speed and b) the target engine torque, thereby maintaining the rotor120at the target rotor speed and maintaining the internal-combustion engine130within the target operating efficiency range while discharging the battery194in the aerial vehicle. 9.9 Engine Cooling In one implementation as shown inFIG.5, the local controller160also implements closed-loop controls to vary the speed of the cooling fan156as a function of (e.g., proportional to) the temperature of the internal-combustion engine130. For example, if the current temperature of the internal-combustion engine130exceeds the target operating temperature of the internal-combustion engine130, the local controller160can increase the speed of the cooling fan156; and vice versa. Furthermore, the local controller160can feed a total throttle setpoint delta for the current command cycle forward into the closed-loop control of the cooling fan156in order to preemptively adjust airflow through the engine shroud150as a function of (e.g., proportional) an anticipated future change in the temperature of the internal-combustion engine130following implementation of this total throttle setpoint delta for the current command cycle. For example, the local controller160can reduce the cooling fan speed—and thus reduce airflow over the internal-combustion engine130—if the total throttle setpoint delta is negative for the current command cycle; and vice versa. 10. Secondary Thrust Generally, because the shroud outlet154of the engine shroud150is parallel to the axis of rotation of the rotor120, air flowing through the engine shroud150may impart additional thrust parallel and complementary to thrust produced by the rotor120, as shown inFIG.1. In one example: the motor and the internal-combustion engine130is arranged below the rotor120; the shroud inlet152is interposed between the cylinder head132and the rotor120; and the shroud outlet154is arranged below the cylinder head132and faces opposite the rotor120to direct air—drawn through the shroud inlet152between the cylinder head132and the rotor120—downward to produce a secondary thrust, such as approximately parallel to the primary thrust generated by the rotor120above. Furthermore, the cooling fan156may be significantly smaller—and therefore exhibit (much) less angular inertial—than the rotating assembly of the rotor120, the primary electric motor110, and the internal-combustion engine130. Thus, the system100can increase the speed of the cooling fan156— and thus increase thrust output from the engine shroud150—at a rate greater than the rotor120, primary electric motor110, and internal-combustion engine130(though the maximum thrust output of the cooling fan156and shroud may be much less than the maximum thrust output of the rotor120). Therefore, in response to a rotor speed command specifying a new target rotor speed in excess of the current rotor speed, the local controller160can automatically increase the speed of the cooling fan156in order to rapidly increase total thrust output of the system100as the electronic motor speed controller drives the primary electric motor110to this new target rotor speed. For example, the new target rotor speed received from the primary flight controller180may represent a command for increased total thrust output by the system100. To achieve a rapid change in the total thrust output of the system100on very short timescales (e.g., milliseconds or tens of milliseconds), the local controller160can automatically increase the speed of the cooling fan156(e.g., to its maximum speed) in order to rapidly increase thrust output from the engine shroud150(e.g., within tens of milliseconds) as the electronic motor speed controller increases the speed of the primary electric motor110to its new target rotor speed (e.g., within hundreds of milliseconds). Over subsequent command cycles, the local controller160can reduce the speed of the cooling fan156—such as back to a speed proportional (e.g., “matched”) to the temperature of the internal-combustion engine130—as the speed of the primary electric motor110and the rotor120approaches the last target rotor speed and/or as the thrust generated by the rotor120approaches a total target thrust represented by this target rotor speed. 10.1 Total Thrust In this variation, the local controller160can receive commands specifying target total thrusts from the primary light controller. The local controller160can then implement methods and techniques described below to calculate rotor and cooling fan speeds to achieve these target total thrusts. For example, the local controller160can store a local copy of a parametric model or lookup table; to calculate a target rotor speed, the local controller160can insert a target total thrust, a current cooling fan speed, a current altitude of the aerial vehicle, a humidity, and/or a barometric pressure into the parametric model or lookup table, which returns a target rotor speed. Alternatively, the local controller160can receive rotor speed commands—specifying uncorrected rotor speeds—from the primary flight controller180. The local controller160can then calculate a target total thrust based on the uncorrected rotor speed and calculate a target rotor speed (e.g., based on the current cooling fan speed, the current altitude of the aerial vehicle, the local humidity, and/or the local barometric pressure) based on this target total thrust, such as described above. However, the local controller160can implement any other method or technique to calculate total or partial thrust outputs of the rotor120and cooling fan156and/or to calculate target speeds of the rotor120and the cooling fan156based on a command received from the primary flight controller180. 10.2 Secondary Thrust: Cooling Fan During operation, the local controller160can: read a temperature of the internal-combustion engine130from a temperature sensor162coupled to the internal-combustion engine130; calculate a cooling fan speed proportional to the temperature of the internal-combustion engine130; and drive the cooling fan156to this cooling fan speed or drive this cooling fan156to an average of this cooling fan speed over a long time interval (e.g., 30 seconds) with high-frequency cooling fan speed variations to “trim” the total thrust output of the system100. The local controller160can also estimate the secondary thrust—output from the shroud outlet154—based on the cooling fan speed of the cooling fan156. For example, the local controller160can pass the current cooling fan speed, the current altitude of the aerial vehicle, the local humidity, and/or the local barometric pressure into the cooling fan156model, which returns a secondary thrust estimate based on these values. Furthermore, the local controller160can calculate vertical and horizontal (or yaw, roll) thrust components of the secondary thrust based on a known angular offset between the shroud outlet154and the rotor120. 10.3 Primary Thrust: Rotor Similarly, the local controller160can estimate the primary thrust—output by the rotor120—based on the rotor speed. For example, the local controller160can pass the current rotor speed, the current altitude of the aerial vehicle, the local humidity, and/or the local barometric pressure into the rotor model, which returns a primary thrust estimate based on these values. 10.4 Rotor/Cooling Fan Compensation In one implementation, the local controller160adjusts the target speed of the rotor120—and thus the primary thrust generated by the rotor120—to compensate for changes in speed of the rotor120responsive to changes in temperature of the internal-combustion engine130(e.g., over longer time intervals). For example, during a first time period, the local controller160can: receive a target total thrust from the primary flight controller180; estimate a secondary thrust output by the cooling fan156and engine shroud150based on the first speed of the cooling fan156at the current time; calculate a target primary thrust from the rotor120based on a difference between the target total thrust and the secondary thrust; and calculate a target rotor speed for the first time period based on the target primary thrust. The local controller160can then: drive the primary electric motor110to the target rotor speed over a first time interval (e.g., 500 milliseconds); and adjust the throttle setpoint of the internal-combustion engine130according to the target rotor speed over a second time interval (e.g., one second, two seconds). Over a subsequent time period, the local controller160can: detect an increase in a temperature of the internal-combustion engine130; drive the cooling fan156to a second cooling fan speed greater than the first cooling fan speed based on (e.g., proportional to) the current temperature of the internal-combustion engine130; estimate a new secondary thrust, output from the shroud outlet154, based on the second cooling fan speed of the cooling fan156; calculate a new target primary thrust from the rotor120based on a difference between the target total thrust and the new secondary thrust; and calculate a new target rotor speed for the second time period based on the new target primary thrust. The local controller160can then: adjust the throttle setpoint of the internal-combustion engine130according to the new target rotor speed; and drive the primary electric motor110to selectively output torque to the rotor120and regeneratively brake the rotor120according to the second target rotor speed. 10.5 Secondary Thrust Vectoring In one variation shown inFIG.1, the system100further includes an adjustable nozzle158, and the local controller160implements thrust-vectoring techniques to adjust the orientation of the adjustable nozzle158to direct secondary thrust output from the shroud outlet154in different orientations (e.g., along different pitch and/or yaw directions) relative to the rotor120. In one example: the internal-combustion engine130is arranged below the rotor120; the shroud inlet152is interposed between the cylinder head132and the rotor120; the shroud outlet154is arranged below the cylinder head132and faces opposite the rotor120; and the system100further includes a nozzle158coupled to shroud outlet154and a nozzle actuator159configured to drive the nozzle158over a range of (pitch and/or yaw) orientations. In this implementation, the local controller160can drive the nozzle actuator159to locate the nozzle158in a nominal orientation to output the secondary thrust approximately parallel to the primary thrust generated by the rotor120—that is, a “0°” orientation that locates the axis of the nozzle158parallel to the rotational axis of the rotor120. Then, in response to receiving, from the primary flight controller180, a command that indicates a target total thrust that includes a yaw thrust component, the local controller160can: drive the nozzle actuator159to locate the nozzle158in a yaw orientation (e.g., a 30° yaw orientation, a 90° yaw orientation; and drive the cooling fan156to a new cooling fan speed based on the yaw orientation of the nozzle158and the yaw thrust component such that the secondary thrust output from the nozzle158in the yaw direction approximates the yaw thrust component specified in the command. In this example, the local controller160can concurrently: calculate a target rotor speed of the rotor120based on the target total thrust specified in the command and a component of the secondary thrust output from the nozzle158parallel to the primary thrust generated by the rotor120; adjust the throttle setpoint of the internal-combustion engine130according to this new target rotor speed; and drive the primary electric motor110to selectively output torque to the rotor120and regeneratively brake the rotor120according to this new target rotor speed, as described above. Alternatively, a first instance of the system100can include a fixed nozzle arranged at a preset angle (e.g., a positive yaw orientation) and paired with a second instance of the system100with a fixed nozzle arranged in a complementary angle (e.g., a negative yaw orientation). During operation, the primary flight controller180can: command these instances of the system100to rotate their rotors at similar speeds to achieve a null yaw rate; command the first instance of the system100to rotate its rotor faster than the second instance to achieve a positive yaw rate; and command the second instance of the system100to rotate its rotor faster than the first instance to achieve a negative yaw rate. 11. Thrust Control Interval Generally, for the implementation described above in which the system100controls total thrust output based on the angular speed of the rotor120, the local controller160can execute: high-frequency, short-time-domain rotor speed adjustments— and therefore high-frequency, short-time-domain changes in total thrust output—by selectively braking and driving the primary electric motor110; and low-frequency, long-time-domain changes in rotor speed by modulating the throttle setpoint of the internal-combustion engine130. In one implementation, upon receiving a target rotor speed from the primary flight controller180, the local controller160reads a current rotor speed of the rotor120. In response to the current rotor speed exceeding the target rotor speed, the local controller160: drives the primary electric motor110in a braking configuration (e.g., in a regenerative braking state) to slow the rotor120to the target rotor speed over a first time interval (e.g., 100 microseconds per rotation per minute change in angular speed of the rotor120); and reduces the throttle setpoint of the internal-combustion engine130to reduce torque output of the internal-combustion engine130over a second time interval (e.g., two seconds) longer than the first time interval. Similarly, in response to the target rotor speed exceeding the current rotor speed, the local controller160can: drive the primary electric motor110—in a torque output configuration—to advance the rotor120to the target rotor speed over a third time interval (e.g., 100 microseconds per rotation per minute change in angular speed of the rotor120); and increase the throttle setpoint of the internal-combustion engine130to increase torque output of the internal-combustion engine130over a fourth time interval (e.g., two seconds) longer than the third time interval. In this example, the local controller160can also read a current battery state of charge of a battery194arranged in the aerial vehicle. Once the current rotor speed approximates the target rotor speed, the local controller160can: increase the throttle setpoint of the internal-combustion engine130to increase torque output of the internal-combustion engine130; and drive the primary electric motor110to regeneratively brake the rotor120, recharge the battery194, and maintain rotation of the rotor120at the target rotor speed if the current battery state of charge falls below a target battery state of charge. Similarly, once the current rotor speed approximates the target rotor speed, the local controller160can: decrease the throttle setpoint of the internal-combustion engine130to decrease torque output of the internal-combustion engine130; and drive the primary electric motor110with energy from the battery194to output torque to the rotor120and maintain rotation of the rotor120at the target rotor speed if current battery state of charge exceeds the target battery state of charge. 11.1 Cooling Fan+Rotor Thrust In this similar implementation in which the system100controls total thrust output based on both the speed of the rotor120and the speed of the cooling fan156, the local controller160can execute: small-amplitude, high-frequency, very-short-time-domain adjustments (or “corrections”) to total thrust output of the system100by changing the speed of the cooling fan156; high-amplitude, moderate-frequency, moderate-time-domain adjustments to total thrust output of the system100by selectively braking and driving the primary electric motor110; and high-amplitude, low-frequency, long-time-domain adjustments to total thrust output of the system100by adjusting the throttle setpoint of the internal-combustion engine130. For example, the system100can achieve up to a 10-Newton increase in the secondary thrust from the cooling fan156within 100 milliseconds by increasing the speed of the cooling fan from 50% to 100% of maximum speed. Furthermore, because the internal-combustion engine130is characterized by a relatively large thermal mass, large increases and decreases in cooling fan speed—and therefore large increases and decreases in air flow over the internal-combustion engine130—may yield negligible changes in the temperature of the internal-combustion engine130over short time periods (e.g., less than five seconds). However, driving the cooling fan156at 100% of maximum speed for longer durations (e.g., more than ten seconds) if not accompanied by a large increase in load and throttle setpoint of the internal-combustion engine130may cool the internal-combustion engine130too rapidly and drive the temperature of the internal-combustion engine130below its target operating temperature. In this example, the system100can achieve up to a 250-Newton increase in the primary thrust generated by the rotor120within 500 milliseconds by increasing the speed of the primary electric motor110from 50% to 100% of its maximum speed. However, the battery194in the aerial vehicle may be sized to power a single primary electric motor110at 100% of its maximum speed (or to power the rotor120to 25% of the total weight of the aerial vehicle) for a limited duration (e.g., up to five minutes). Furthermore, in this example, the system100can achieve up to a 250-Newton increase in the primary thrust generated by the rotor120within 2000 milliseconds by increasing the throttle setpoint of the internal-combustion engine130from 50% to 100%, and the aerial vehicle can carry sufficient fuel onboard to power a single internal-combustion engine130at 100% throttle (and under load) for a much longer duration (e.g., 30 minutes). Therefore, the local controller160can: modulate the cooling fan speed over very short time intervals (e.g., milliseconds) and over very brief durations of time (e.g., less than five seconds) to achieve rapid, small-amplitude changes in total thrust output of the system100; modulate braking and torque output of the primary electric motor110over short time intervals (e.g., 500 milliseconds) and over short durations of time (e.g., less than 30 seconds) to achieve large, fast changes in total thrust output of the system100; and modulate the throttle setpoint of the internal-combustion engine130over longer time intervals (e.g., two seconds) and over long durations of time (e.g., minutes or hours) to maintain large, consistent total thrust outputs of the system100. In another example, after receiving or calculating a target rotor speed based on a command received from the primary flight controller180, the local controller160can read a current rotor speed of the rotor120and a current battery state of charge of the battery194in the aerial vehicle. Then, in response to the target rotor speed exceeding the current rotor speed, the local controller160can: increase the cooling fan speed of the cooling fan156to increase the second thrust over a first time interval; drive the primary electric motor110to advance the rotor120to the target rotor speed over a second time interval longer than the first time interval; and increase the throttle setpoint to increase torque output of the internal-combustion engine130over a third time interval longer than the second time interval. Furthermore, once the current rotor speed reaches (e.g., falls within 1% of) the target rotor speed, the local controller160can: increase the throttle setpoint to increase torque output of the internal-combustion engine130; and drive the primary electric motor110to regeneratively brake the rotor120, recharge the battery194, and maintain rotation of the rotor120at the target rotor speed in response to the target battery state of charge exceeding the current battery state of charge. Conversely, in response to the current battery state of charge exceeding a target battery state of charge, the local controller160can: decrease the throttle setpoint to decrease torque output of the internal-combustion engine130; and drive the primary electric motor110with energy from the battery194to selectively output torque to the rotor120and maintain rotation of the rotor120at the target rotor speed. 12. Variable-Pitch Rotor In one variation described above, the rotor120includes a variable-pitch propeller. In this variation, the local controller160can receive a thrust command specifying a target total thrust from the primary flight controller in Block S110and can estimate an instantaneous thrust generated by the rotor120, such as: by querying a lookup table for a thrust value based on the current blade pitch, the current rotor speed, and the current altitude of the aerial vehicle; or by implementing a parametric thrust model to transform the current blade pitch, the current rotor speed, and the current altitude of the aerial vehicle into a current thrust value. The local controller160can then: calculate a difference between the target total thrust and the actual thrust generated by the rotor120; and calculate a blade pitch delta proportional to this difference. For example, if this difference is positive, the local controller160can calculate a positive blade pitch delta, which may increase thrust output of the rotor120given a constant rotor speed; conversely, if this difference is negative, the local controller160can calculate a negative blade pitch delta, which may decrease thrust output of the rotor120given a constant rotor speed. The local controller160and then output a command to a blade actuator—coupled to a blade pitch control on the rotor120—to adjust blades of the rotor120according to this blade pitch delta. Concurrently, the local controller160can output a command to the electronic motor speed controller to maintain the current rotor speed. For example, if the blade pitch delta is positive, the rotor120may require more torque to maintain its current speed. Therefore, the electronic motor speed controller can increase a voltage applied to the primary electric motor110in order to increase torque output of the primary electric motor110(i.e., on a shorter timescale than torque increases output by the internal-combustion engine130). Conversely, if the blade pitch delta is negative, the rotor120may require less torque to maintain the current speed. Therefore, the electronic motor speed controller can regeneratively brake the primary electric motor110in order to rapidly reduce the speed of the rotor120(i.e., on a shorter timescale than friction-based speed losses). Furthermore, during this command cycle, the local controller160can: estimate the current torque output of the internal-combustion engine130; calculate a positive efficiency-based throttle setpoint delta if the current torque output of the internal-combustion engine130is less than a target torque corresponding to a peak efficiency of the internal-combustion engine130at or near the current engine speed; and calculate a negative efficiency-based throttle setpoint delta if the current torque output of the internal-combustion engine130is more than this target torque. The local controller160can then: retrieve a current battery state of charge; calculate a positive charge-based throttle setpoint delta if the current state of charge is less than a target state of charge; and calculate a negative charge-based throttle setpoint delta if the current state of charge is more than the target state of charge. The local controller160can then implement methods and techniques described above to merge these throttle setpoint deltas into a new throttle setpoint for the internal-combustion engine130and to drive the throttle actuator to this new throttle setpoint during the current command cycle. Given small or null changes in target total thrust specified by the primary flight controller over subsequent command cycles, the local controller160can: estimate the current thrust output of the rotor120; calculate a blade pitch delta that returns the blade pitch of the rotor120back to a center (or “nominal”) position that enables both large increases and large decreases in blade pitch—and therefore enables increases and decreases in thrust output of the rotor120over short timescales—responsive to a next thrust command; calculate a new rotor speed that maintains the current thrust output of the rotor120when this blade pitch delta is applied to the rotor120(e.g., based on the lookup table or parametric thrust model described above); output a command to the blade actuator to adjust the pitch of the rotor120blades according to this blade pitch delta; output a command to the electronic motor speed controller to drive the primary electric motor110to this new rotor speed; and implement methods and techniques described above to adjust the throttle setpoint of the internal-combustion engine130to maintain the internal-combustion engine130near a peak operating efficiency for this rotor speed and to maintain the state of charge of the battery194. In particular, the local controller160can execute closed-loop controls to implement this process to adjust the blade pitch delta back to a nominal position—while maintaining the charge state of the battery194, the efficiency of the internal-combustion engine130, and the temperature of the internal-combustion engine130within narrow target ranges—over multiple seconds and/or over multiple command cycles. In this variation, the local controller160can also implement methods and techniques described above to selectively adjust the speed of the cooling fan156proportional to changes in target total thrust specified in thrust commands received from the primary flight controller in order to rapidly achieve relatively small changes in total thrust output by the system100while the local controller160drives the larger components of the system100(i.e., the rotor120, the primary electric motor110, and the internal-combustion engine130) to new positions or states over longer time scales responsive to such thrust commands. 12.1 Example: Variable-Pitch Rotor In one implementation of the system100that includes a variable-pitch rotor and a blade actuator, the local controller160implements methods and techniques described above to: receive or calculate a target total thrust based on a command received from the primary flight controller180; monitor a temperature of the internal-combustion engine130; seta speed of the cooling fan156based on (e.g., proportional to) the internal-combustion engine130temperature; estimate the secondary thrust output by the cooling fan156and the engine shroud150based on this cooling fan speed; monitor the current speed of the rotor120; and calculate a target primary thrust—generated by the rotor120—based on a difference between the target total thrust and the secondary thrust. In this implementation, the local controller160can also store a rotor thrust map that associates speed and pitch of the rotor120with thrust generated by the rotor120. For example, the rotor thrust map can include: a set of pitch versus speed curves, including one curve for each rotor thrust or rotor thrust range; or a 3D surface representing combinations of rotor pitch, rotor speed, and thrust output values. The local controller160can therefore select or extract a pitch versus speed curve—from the thrust map—that represents combinations of rotor pitch and speed values predicted to yield the target primary thrust. The local controller160can then: select a target rotor speed matched to the current pitch of the rotor120in this pitch versus speed curve; implement methods and techniques described above to selectively drive or brake the primary electric motor110to this target rotor speed over a short time interval (e.g., 500 milliseconds); and adjust the throttle setpoint of the internal-combustion engine130to reduce power output or braking load on the primary electric motor110while maintaining this target rotor speed over a longer time interval. The local controller160can also implement methods and techniques described above: to estimate a target torque output of the internal-combustion engine130that corresponds to a target (e.g., maximum) engine efficiency at this target rotor speed; to estimate the current torque output of the internal-combustion engine130; and to track the state of charge of the battery194. Then, if the current torque output of the internal-combustion engine130is less than the target engine torque and the battery state of charge is low (e.g., near or below the target battery state of charge), the local controller160can: increase the throttle setpoint of the internal-combustion engine130; and reduce the power output of the primary electric motor110or transition the primary electric motor110into the regenerative braking state to recharge the battery194. Alternatively, if the current torque output of the internal-combustion engine130is less than the target engine torque and the battery state of charge is high (e.g., near or above the target battery state of charge), the local controller160can: reduce the target rotor speed; trigger the blade actuator to increase the rotor pitch (e.g., by a pitch step change of 0.5°); reduce the throttle setpoint of the internal-combustion engine130; and increase the power output of the primary electric motor110(or reduce regenerative braking of the primary electric motor110). Yet alternatively, if the current torque output of the internal-combustion engine130is greater than the target engine torque and the battery state of charge is high (e.g., near or above the target battery state of charge), the local controller160can: decrease the throttle setpoint of the internal-combustion engine130; and increase the power output of the primary electric motor110(or reduce regenerative braking of the primary electric motor110). Furthermore, if the current torque output of the internal-combustion engine130is greater than the target engine torque and the battery state of charge is low (e.g., near or below the target battery state of charge), the local controller160can: increase the target rotor speed; trigger the blade actuator to decrease the rotor pitch; increase the throttle setpoint of the internal-combustion engine130; and decrease the power output of the primary electric motor110(or increase regenerative braking of the primary electric motor110). The local controller160can repeat this process throughout operation, such as at a rate of 20 Hz while in flight. Therefore, in this example, the local controller160can implement closed-loop controls to adjust the pitch of the rotor120based on: a target rotor speed or target total thrust specified by the primary flight controller180; the state of charge of the battery194; and the estimated efficiency of the internal-combustion engine130. The systems and methods described herein can be embodied and/or implemented at least in part as a machine configured to receive a computer-readable medium storing computer-readable instructions. The instructions can be executed by computer-executable components integrated with the application, applet, host, server, network, website, communication service, communication interface, hardware/firmware/software elements of a user computer or mobile device, wristband, smartphone, or any suitable combination thereof. Other systems and methods of the embodiment can be embodied and/or implemented at least in part as a machine configured to receive a computer-readable medium storing computer-readable instructions. The instructions can be executed by computer-executable components integrated by computer-executable components integrated with apparatuses and networks of the type described above. The computer-readable medium can be stored on any suitable computer readable media such as RAMs, ROMs, flash memory, EEPROMs, optical devices (CD or DVD), hard drives, floppy drives, or any suitable device. The computer-executable component can be a processor but any suitable dedicated hardware device can (alternatively or additionally) execute the instructions. As a person skilled in the art will recognize from the previous detailed description and from the figures and claims, modifications and changes can be made to the embodiments of the invention without departing from the scope of this invention as defined in the following claims. | 107,181 |
11858633 | DETAILED DESCRIPTION Example methods and systems are described herein. It should be understood that the words “example” and “example” are used herein to mean “serving as an example, instance, or illustration.” Any embodiment or feature described herein as being an “example” or “example” is not necessarily to be construed as preferred or advantageous over other embodiments or features. The example embodiments described herein are not meant to be limiting. It will be readily understood that certain aspects of the disclosed systems and methods can be arranged and combined in a wide variety of different configurations, all of which are contemplated herein. Furthermore, the particular arrangements shown in the Figures should not be viewed as limiting. It should be understood that other embodiments might include more or less of each element shown in a given Figure. Further, some of the illustrated elements may be combined or omitted. Yet further, an example embodiment may include elements that are not illustrated in the Figures. I. OVERVIEW In practice, an unmanned aerial vehicle (UAV) may refer to any autonomous or semi-autonomous aerial vehicle that is capable of performing some operations without a physically present human pilot. Examples of such operations may include pickup of a payload at a pickup location and/or subsequent delivery of the payload to a delivery location. As UAVs become more prevalent, improvements to pickup and/or delivery of a payload by a UAV may be beneficial. For instance, an individual may be in the vicinity of a UAV for the purpose of loading a payload into the UAV or unloading a payload from the UAV. And in many cases, the payload at issue may be a small payload (e.g., medicine or food). Thus, it is beneficial to arrange a UAV so that the UAV provides for safe and intuitive pickup and/or delivery of a payload in such situation(s). Accordingly, disclosed herein are UAV and configurations thereof, which provide for door-enabled loading and release of a payload. More specifically, a UAV may have a first door arranged on a first side of the UAV's fuselage and a second door arranged on a second side of the UAV's fuselage. For example, the second side may be a bottom side that is substantially oriented towards the ground during flight of the UAV, and the first side may be a top side that is substantially opposite the bottom side, thereby resulting in top and bottom doors for the UAV. Nonetheless, the doors may each respectively provide access to a chamber that is formed within the fuselage and that is arranged to temporarily house a payload. As such, an opening of the first door (e.g., top door) may enable loading of the payload into the chamber, and an opening of the second door (e.g., bottom door) may enable release of the payload from the chamber. Moreover, the disclosed UAV may have various features that could provide for safe loading of a payload into the chamber (e.g., by an individual) and/or for release of a payload from the chamber. In particular, the disclosed UAV may be a lightweight UAV having a weight that is below a threshold weight. For example, the disclosed UAV may have a weight that meets regulations for lightweight UAVs. Additionally or alternatively, the UAV may have a propulsion unit including propeller(s) that are unexposed and are thus prevented from making contact with an individual. For example, the disclosed UAV may have a shrouded propeller design. Other examples are possible as well. Given a UAV arranged as described herein, the opening and closing of the first and/or second doors may be carried out manually by an individual and/or may be automatic. And in the case of automatic control of the doors, the UAV could control the opening and/or closing of one or both of the first and second doors, and do so based on various factors. By way of example, the control system of the UAV may determine that the UAV is at a pickup location for pickup of a payload, and may responsively cause the opening of a top door so as to enable loading of the payload into the chamber. Once the item has been loaded (e.g., as determined by the control system based on sensor data), the control system may cause the closing of the top door and the UAV may then proceed to navigate to a delivery location. Then, the control system may determine that the UAV is at the delivery location for delivery of the payload, and may responsively cause the opening of a bottom door to enable release of the payload from the chamber. Generally, when a UAV has a bottom door, the release of the payload could be carried out in one of various ways, such as through a drop of the payload from the chamber (e.g., while the UAV is hovering substantially proximate to the ground) or through a tethered delivery of the payload, among others. Other examples are also possible. Accordingly, such a multiple door arrangement may allow a UAV to carry out pick up and/or delivery payload(s) according to one or more of various possible approaches. In line with the example above, one possible approach may involve the UAV carrying out top loading and bottom release of a payload, which could be useful for various reasons. For instance, assuming that the UAV is arranged to substantially land on the bottom side, the top loading may allow the UAV to land, rather than fly (e.g., hover), during pickup of the payload, thereby reducing the amount of energy being used by the UAV during pickup, among other advantages. Moreover, this approach may allow the UAV to release the payload via the bottom door without necessarily having to wait for an individual to be present to carry out the unloading of the payload (e.g., via the top door), thereby reducing the amount of time the UAV spends on delivery of the payload. On the other hand, another possible approach may involve the UAV carrying out bottom loading and top release of a payload, which could also be useful for various reasons. For instance, the UAV may hover when at a pickup location for pickup of a payload, which may allow an individual to load the payload onto the UAV via the bottom door. In practice, such a bottom loading approach may be advantageous in a situation where there is no feasible location at which the UAV can land, among other possibilities. Furthermore, in this approach, the top release/unloading may be carried out by an individual, which may be advantageous when the payload at issue is a high-value item that ideally should not be left unattended after delivery. Other examples are possible as well. II. ILLUSTRATIVE UNMANNED VEHICLES Herein, the terms “unmanned aerial system” and “UAV” refer to any autonomous or semi-autonomous vehicle that is capable of performing some functions without a physically present human pilot. A UAV can take various forms. For example, a UAV may take the form of a fixed-wing aircraft, a glider aircraft, a tail-sitter aircraft, a jet aircraft, a ducted fan aircraft, a lighter-than-air dirigible such as a blimp or steerable balloon, a rotorcraft such as a helicopter or multicopter, and/or an ornithopter, among other possibilities. Further, the terms “drone,” “unmanned aerial vehicle system” (UAVS), or “unmanned aerial vehicle” (UAV) may also be used to refer to a UAV. FIG.1Ais an isometric view of an example UAV100. UAV100includes wing102, booms104, and a fuselage106. Wings102may be stationary and may generate lift based on the wing shape and the UAV's forward airspeed. For instance, the two wings102may have an airfoil-shaped cross section to produce an aerodynamic force on UAV100. In some embodiments, wing102may carry horizontal propulsion units108, and booms104may carry vertical propulsion units110. In operation, power for the propulsion units may be provided from a battery compartment112of fuselage106. In some embodiments, fuselage106also includes an avionics compartment114, an additional battery compartment (not shown) and/or a delivery unit (not shown, e.g., a winch system) for handling the payload. In some embodiments, fuselage106is modular, and two or more compartments (e.g., battery compartment112, avionics compartment114, other payload and delivery compartments) are detachable from each other and securable to each other (e.g., mechanically, magnetically, or otherwise) to contiguously form at least a portion of fuselage106. In some embodiments, booms104terminate in rudders116for improved yaw control of UAV100. Further, wings102may terminate in wing tips117for improved control of lift of the UAV. In the illustrated configuration, UAV100includes a structural frame. The structural frame may be referred to as a “structural H-frame” or an “H-frame” (not shown) of the UAV. The H-frame may include, within wings102, a wing spar (not shown) and, within booms104, boom carriers (not shown). In some embodiments the wing spar and the boom carriers may be made of carbon fiber, hard plastic, aluminum, light metal alloys, or other materials. The wing spar and the boom carriers may be connected with clamps. The wing spar may include pre-drilled holes for horizontal propulsion units108, and the boom carriers may include pre-drilled holes for vertical propulsion units110. In some embodiments, fuselage106may be removably attached to the H-frame (e.g., attached to the wing spar by clamps, configured with grooves, protrusions or other features to mate with corresponding H-frame features, etc.). In other embodiments, fuselage106similarly may be removably attached to wings102. The removable attachment of fuselage106may improve quality and or modularity of UAV100. For example, electrical/mechanical components and/or subsystems of fuselage106may be tested separately from, and before being attached to, the H-frame. Similarly, printed circuit boards (PCBs)118may be tested separately from, and before being attached to, the boom carriers, therefore eliminating defective parts/subassemblies prior to completing the UAV. For example, components of fuselage106(e.g., avionics, battery unit, delivery units, an additional battery compartment, etc.) may be electrically tested before fuselage106is mounted to the H-frame. Furthermore, the motors and the electronics of PCBs118may also be electrically tested before the final assembly. Generally, the identification of the defective parts and subassemblies early in the assembly process lowers the overall cost and lead time of the UAV. Furthermore, different types/models of fuselage106may be attached to the H-frame, therefore improving the modularity of the design. Such modularity allows these various parts of UAV100to be upgraded without a substantial overhaul to the manufacturing process. In some embodiments, a wing shell and boom shells may be attached to the H-frame by adhesive elements (e.g., adhesive tape, double-sided adhesive tape, glue, etc.). Therefore, multiple shells may be attached to the H-frame instead of having a monolithic body sprayed onto the H-frame. In some embodiments, the presence of the multiple shells reduces the stresses induced by the coefficient of thermal expansion of the structural frame of the UAV. As a result, the UAV may have better dimensional accuracy and/or improved reliability. Moreover, in at least some embodiments, the same H-frame may be used with the wing shell and/or boom shells having different size and/or design, therefore improving the modularity and versatility of the UAV designs. The wing shell and/or the boom shells may be made of relatively light polymers (e.g., closed cell foam) covered by the harder, but relatively thin, plastic skins. The power and/or control signals from fuselage106may be routed to PCBs118through cables running through fuselage106, wings102, and booms104. In the illustrated embodiment, UAV100has four PCBs, but other numbers of PCBs are also possible. For example, UAV100may include two PCBs, one per the boom. The PCBs carry electronic components119including, for example, power converters, controllers, memory, passive components, etc. In operation, propulsion units108and110of UAV100are electrically connected to the PCBs. Many variations on the illustrated UAV are possible. For instance, fixed-wing UAVs may include more or fewer rotor units (vertical or horizontal), and/or may utilize a ducted fan or multiple ducted fans for propulsion. Further, UAVs with more wings (e.g., an “x-wing” configuration with four wings), are also possible. AlthoughFIG.1Aillustrates two wings102, two booms104, two horizontal propulsion units108, and six vertical propulsion units110per boom104, it should be appreciated that other variants of UAV100may be implemented with more or less of these components. For example, UAV100may include four wings102, four booms104, and more or less propulsion units (horizontal or vertical). Similarly,FIG.1Bshows another example of a fixed-wing UAV120. The fixed-wing UAV120includes a fuselage122, two wings124with an airfoil-shaped cross section to provide lift for the UAV120, a vertical stabilizer126(or fin) to stabilize the plane's yaw (turn left or right), a horizontal stabilizer128(also referred to as an elevator or tailplane) to stabilize pitch (tilt up or down), landing gear130, and a propulsion unit132, which can include a motor, shaft, and propeller. FIG.1Cshows an example of a UAV140with a propeller in a pusher configuration. The term “pusher” refers to the fact that a propulsion unit142is mounted at the back of the UAV and “pushes” the vehicle forward, in contrast to the propulsion unit being mounted at the front of the UAV. Similar to the description provided forFIGS.1A and1B,FIG.1Cdepicts common structures used in a pusher plane, including a fuselage144, two wings146, vertical stabilizers148, and the propulsion unit142, which can include a motor, shaft, and propeller. FIG.1Dshows an example of a tail-sitter UAV160. In the illustrated example, the tail-sitter UAV160has fixed wings162to provide lift and allow the UAV160to glide horizontally (e.g., along the x-axis, in a position that is approximately perpendicular to the position shown inFIG.1D). However, the fixed wings162also allow the tail-sitter UAV160to take off and land vertically on its own. For example, at a launch site, the tail-sitter UAV160may be positioned vertically (as shown) with its fins164and/or wings162resting on the ground and stabilizing the UAV160in the vertical position. The tail-sitter UAV160may then take off by operating its propellers166to generate an upward thrust (e.g., a thrust that is generally along the y-axis). Once at a suitable altitude, the tail-sitter UAV160may use its flaps168to reorient itself in a horizontal position, such that its fuselage170is closer to being aligned with the x-axis than the y-axis. Positioned horizontally, the propellers166may provide forward thrust so that the tail-sitter UAV160can fly in a similar manner as a typical airplane. Many variations on the illustrated fixed-wing UAVs are possible. For instance, fixed-wing UAVs may include more or fewer propellers, and/or may utilize a ducted fan or multiple ducted fans for propulsion. Further, UAVs with more wings (e.g., an “x-wing” configuration with four wings), with fewer wings, or even with no wings, are also possible. As noted above, some embodiments may involve other types of UAVs, in addition to or in the alternative to fixed-wing UAVs. For instance,FIG.1Eshows an example of a rotorcraft that is commonly referred to as a multicopter180. The multicopter180may also be referred to as a quadcopter, as it includes four rotors182. It should be understood that example embodiments may involve a rotorcraft with more or fewer rotors than the multicopter180. For example, a helicopter typically has two rotors. Other examples with three or more rotors are possible as well. Herein, the term “multicopter” refers to any rotorcraft having more than two rotors, and the term “helicopter” refers to rotorcraft having two rotors. Referring to the multicopter180in greater detail, the four rotors182provide propulsion and maneuverability for the multicopter180. More specifically, each rotor182includes blades that are attached to a motor184. Configured as such, the rotors182may allow the multicopter180to take off and land vertically, to maneuver in any direction, and/or to hover. Further, the pitch of the blades may be adjusted as a group and/or differentially, and may allow the multicopter180to control its pitch, roll, yaw, and/or altitude. It should be understood that references herein to an “unmanned” aerial vehicle or UAV can apply equally to autonomous and semi-autonomous aerial vehicles. In an autonomous implementation, all functionality of the aerial vehicle is automated; e.g., pre-programmed or controlled via real-time computer functionality that responds to input from various sensors and/or pre-determined information. In a semi-autonomous implementation, some functions of an aerial vehicle may be controlled by a human operator, while other functions are carried out autonomously. Further, in some embodiments, a UAV may be configured to allow a remote operator to take over functions that can otherwise be controlled autonomously by the UAV. Yet further, a given type of function may be controlled remotely at one level of abstraction and performed autonomously at another level of abstraction. For example, a remote operator could control high level navigation decisions for a UAV, such as by specifying that the UAV should travel from one location to another (e.g., from a warehouse in a suburban area to a delivery address in a nearby city), while the UAV's navigation system autonomously controls more fine-grained navigation decisions, such as the specific route to take between the two locations, specific flight controls to achieve the route and avoid obstacles while navigating the route, and so on. More generally, it should be understood that the example UAVs described herein are not intended to be limiting. Example embodiments may relate to, be implemented within, or take the form of any type of unmanned aerial vehicle. III. ILLUSTRATIVE UAV COMPONENTS FIG.2is a simplified block diagram illustrating components of a UAV200, according to an example embodiment. UAV200may take the form of, or be similar in form to, one of the UAVs100,120,140,160, and180described in reference toFIGS.1A-1E. However, UAV200may also take other forms. UAV200may include various types of sensors, and may include a computing system configured to provide the functionality described herein. In the illustrated embodiment, the sensors of UAV200include an inertial measurement unit (IMU)202, ultrasonic sensor(s)204, and a GPS206, among other possible sensors and sensing systems. In the illustrated embodiment, UAV200also includes one or more processors208. A processor208may be a general-purpose processor or a special purpose processor (e.g., digital signal processors, application specific integrated circuits, etc.). The one or more processors208can be configured to execute computer-readable program instructions212that are stored in the data storage210and are executable to provide the functionality of a UAV described herein. The data storage210may include or take the form of one or more computer-readable storage media that can be read or accessed by at least one processor208. The one or more computer-readable storage media can include volatile and/or non-volatile storage components, such as optical, magnetic, organic or other memory or disc storage, which can be integrated in whole or in part with at least one of the one or more processors208. In some embodiments, the data storage210can be implemented using a single physical device (e.g., one optical, magnetic, organic or other memory or disc storage unit), while in other embodiments, the data storage210can be implemented using two or more physical devices. As noted, the data storage210can include computer-readable program instructions212and perhaps additional data, such as diagnostic data of the UAV200. As such, the data storage210may include program instructions212to perform or facilitate some or all of the UAV functionality described herein. For instance, in the illustrated embodiment, program instructions212include a navigation module214and a tether control module216. A. Sensors In an illustrative embodiment, IMU202may include both an accelerometer and a gyroscope, which may be used together to determine an orientation of the UAV200. In particular, the accelerometer can measure the orientation of the vehicle with respect to earth, while the gyroscope measures the rate of rotation around an axis. IMUs are commercially available in low-cost, low-power packages. For instance, an IMU202may take the form of or include a miniaturized MicroElectroMechanical System (MEMS) or a NanoElectroMechanical System (NEMS). Other types of IMUs may also be utilized. An IMU202may include other sensors, in addition to accelerometers and gyroscopes, which may help to better determine position and/or help to increase autonomy of the UAV200. Two examples of such sensors are magnetometers and pressure sensors. In some embodiments, a UAV may include a low-power, digital 3-axis magnetometer, which can be used to realize an orientation independent electronic compass for accurate heading information. However, other types of magnetometers may be utilized as well. Other examples are also possible. Further, note that a UAV could include some or all of the above-described inertia sensors as separate components from an IMU. UAV200may also include a pressure sensor or barometer, which can be used to determine the altitude of the UAV200. Alternatively, other sensors, such as sonic altimeters or radar altimeters, can be used to provide an indication of altitude, which may help to improve the accuracy of and/or prevent drift of an IMU. In a further aspect, UAV200may include one or more sensors that allow the UAV to sense objects in the environment. For instance, in the illustrated embodiment, UAV200includes ultrasonic sensor(s)204. Ultrasonic sensor(s)204can determine the distance to an object by generating sound waves and determining the time interval between transmission of the wave and receiving the corresponding echo off an object. A typical application of an ultrasonic sensor for unmanned vehicles or IMUs is low-level altitude control and obstacle avoidance. An ultrasonic sensor can also be used for vehicles that need to hover at a certain height or need to be capable of detecting obstacles. Other systems can be used to determine, sense the presence of, and/or determine the distance to nearby objects, such as a light detection and ranging (LIDAR) system, laser detection and ranging (LADAR) system, and/or an infrared or forward-looking infrared (FLIR) system, among other possibilities. In some embodiments, UAV200may also include one or more imaging system(s). For example, one or more still and/or video cameras may be utilized by UAV200to capture image data from the UAV's environment. As a specific example, charge-coupled device (CCD) cameras or complementary metal-oxide-semiconductor (CMOS) cameras can be used with unmanned vehicles. Such imaging sensor(s) have numerous possible applications, such as obstacle avoidance, localization techniques, ground tracking for more accurate navigation (e.g., by applying optical flow techniques to images), video feedback, and/or image recognition and processing, among other possibilities. UAV200may also include a GPS receiver206. The GPS receiver206may be configured to provide data that is typical of well-known GPS systems, such as the GPS coordinates of the UAV200. Such GPS data may be utilized by the UAV200for various functions. As such, the UAV may use its GPS receiver206to help navigate to the caller's location, as indicated, at least in part, by the GPS coordinates provided by their mobile device. Other examples are also possible. B. Navigation and Location Determination The navigation module214may provide functionality that allows the UAV200to, e.g., move about its environment and reach a desired location. To do so, the navigation module214may control the altitude and/or direction of flight by controlling the mechanical features of the UAV that affect flight (e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of its propeller(s)). In order to navigate the UAV200to a target location (e.g., a delivery location), the navigation module214may implement various navigation techniques, such as map-based navigation and localization-based navigation, for instance. With map-based navigation, the UAV200may be provided with a map of its environment, which may then be used to navigate to a particular location on the map. With localization-based navigation, the UAV200may be capable of navigating in an unknown environment using localization. Localization-based navigation may involve the UAV200building its own map of its environment and calculating its position within the map and/or the position of objects in the environment. For example, as a UAV200moves throughout its environment, the UAV200may continuously use localization to update its map of the environment. This continuous mapping process may be referred to as simultaneous localization and mapping (SLAM). Other navigation techniques may also be utilized. In some embodiments, the navigation module214may navigate using a technique that relies on waypoints. In particular, waypoints are sets of coordinates that identify points in physical space. For instance, an air-navigation waypoint may be defined by a certain latitude, longitude, and altitude. Accordingly, navigation module214may cause UAV200to move from waypoint to waypoint, in order to ultimately travel to a final destination (e.g., a final waypoint in a sequence of waypoints). In a further aspect, the navigation module214and/or other components and systems of the UAV200may be configured for “localization” to more precisely navigate to the scene of a target location. More specifically, it may be desirable in certain situations for a UAV to be within a threshold distance of the target location where a payload228is being delivered by a UAV (e.g., within a few feet of the target destination). To this end, a UAV may use a two-tiered approach in which it uses a more-general location-determination technique to navigate to a general area that is associated with the target location, and then use a more-refined location-determination technique to identify and/or navigate to the target location within the general area. For example, the UAV200may navigate to the general area of a target destination where a payload228is being delivered using waypoints and/or map-based navigation. The UAV may then switch to a mode in which it utilizes a localization process to locate and travel to a more specific location. For instance, if the UAV200is to deliver a payload to a user's home, the UAV200may need to be substantially close to the target location in order to avoid delivery of the payload to undesired areas (e.g., onto a roof, into a pool, onto a neighbor's property, etc.). However, a GPS signal may only get the UAV200so far (e.g., within a block of the user's home). A more precise location-determination technique may then be used to find the specific target location. Various types of location-determination techniques may be used to accomplish localization of the target delivery location once the UAV200has navigated to the general area of the target delivery location. For instance, the UAV200may be equipped with one or more sensory systems, such as, for example, ultrasonic sensors204, infrared sensors (not shown), and/or other sensors, which may provide input that the navigation module214utilizes to navigate autonomously or semi-autonomously to the specific target location. As another example, once the UAV200reaches the general area of the target delivery location (or of a moving subject such as a person or their mobile device), the UAV200may switch to a “fly-by-wire” mode where it is controlled, at least in part, by a remote operator, who can navigate the UAV200to the specific target location. To this end, sensory data from the UAV200may be sent to the remote operator to assist them in navigating the UAV200to the specific location. As yet another example, the UAV200may include a module that is able to signal to a passer-by for assistance in either reaching the specific target delivery location; for example, the UAV200may display a visual message requesting such assistance in a graphic display, play an audio message or tone through speakers to indicate the need for such assistance, among other possibilities. Such a visual or audio message might indicate that assistance is needed in delivering the UAV200to a particular person or a particular location, and might provide information to assist the passer-by in delivering the UAV200to the person or location (e.g., a description or picture of the person or location, and/or the person or location's name), among other possibilities. Such a feature can be useful in a scenario in which the UAV is unable to use sensory functions or another location-determination technique to reach the specific target location. However, this feature is not limited to such scenarios. In some embodiments, once the UAV200arrives at the general area of a target delivery location, the UAV200may utilize a beacon from a user's remote device (e.g., the user's mobile phone) to locate the person. Such a beacon may take various forms. As an example, consider the scenario where a remote device, such as the mobile phone of a person who requested a UAV delivery, is able to send out directional signals (e.g., via an RF signal, a light signal and/or an audio signal). In this scenario, the UAV200may be configured to navigate by “sourcing” such directional signals—in other words, by determining where the signal is strongest and navigating accordingly. As another example, a mobile device can emit a frequency, either in the human range or outside the human range, and the UAV200can listen for that frequency and navigate accordingly. As a related example, if the UAV200is listening for spoken commands, then the UAV200could utilize spoken statements, such as “I'm over here!” to source the specific location of the person requesting delivery of a payload. In an alternative arrangement, a navigation module may be implemented at a remote computing device, which communicates wirelessly with the UAV200. The remote computing device may receive data indicating the operational state of the UAV200, sensor data from the UAV200that allows it to assess the environmental conditions being experienced by the UAV200, and/or location information for the UAV200. Provided with such information, the remote computing device may determine altitudinal and/or directional adjustments that should be made by the UAV200and/or may determine how the UAV200should adjust its mechanical features (e.g., its rudder(s), elevator(s), aileron(s), and/or the speed of its propeller(s)) in order to effectuate such movements. The remote computing system may then communicate such adjustments to the UAV200so it can move in the determined manner. C. Communication Systems In a further aspect, the UAV200includes one or more communication systems218. The communications systems218may include one or more wireless interfaces and/or one or more wireline interfaces, which allow the UAV200to communicate via one or more networks. Such wireless interfaces may provide for communication under one or more wireless communication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11 protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16 standard), a radio-frequency ID (RFID) protocol, near-field communication (NFC), and/or other wireless communication protocols. Such wireline interfaces may include an Ethernet interface, a Universal Serial Bus (USB) interface, or similar interface to communicate via a wire, a twisted pair of wires, a coaxial cable, an optical link, a fiber-optic link, or other physical connection to a wireline network. In some embodiments, a UAV200may include communication systems218that allow for both short-range communication and long-range communication. For example, the UAV200may be configured for short-range communications using Bluetooth and for long-range communications under a CDMA protocol. In such an embodiment, the UAV200may be configured to function as a “hot spot;” or in other words, as a gateway or proxy between a remote support device and one or more data networks, such as a cellular network and/or the Internet. Configured as such, the UAV200may facilitate data communications that the remote support device would otherwise be unable to perform by itself. For example, the UAV200may provide a WiFi connection to a remote device, and serve as a proxy or gateway to a cellular service provider's data network, which the UAV might connect to under an LTE or a 3G protocol, for instance. The UAV200could also serve as a proxy or gateway to a high-altitude balloon network, a satellite network, or a combination of these networks, among others, which a remote device might not be able to otherwise access. D. Power Systems In a further aspect, the UAV200may include power system(s)220. The power system220may include one or more batteries for providing power to the UAV200. In one example, the one or more batteries may be rechargeable and each battery may be recharged via a wired connection between the battery and a power supply and/or via a wireless charging system, such as an inductive charging system that applies an external time-varying magnetic field to an internal battery. In a further aspect, the power systems220of UAV200a power interface for electronically coupling to an external AC power source, and an AC/DC converter coupled to the power interface and operable to convert alternating current to direct current that charges the UAV's battery or batteries. For instance, the power interface may include a power jack or other electric coupling for connecting to a 110V, 120V, 220V, or 240V AC power source. Such a power system may facilitate a recipient-assisted recharging process, where a recipient can connect the UAV to a standard power source at a delivery location, such as the recipient's home or office. Additionally or alternatively, power systems220could include an inductive charging interface, such that recipient-assisted recharging can be accomplished wirelessly via an inductive charging system installed or otherwise available at the delivery location. E. Payload Delivery The UAV200may employ various systems and configurations in order to transport and deliver a payload228. In some implementations, the payload228of a given UAV200may include or take the form of a “package” designed to transport various goods to a target delivery location. For example, the UAV200can include a compartment, in which an item or items may be transported. Such a package may one or more food items, purchased goods, medical items, or any other object(s) having a size and weight suitable to be transported between two locations by the UAV. In some embodiments, a payload228may simply be the one or more items that are being delivered (e.g., without any package housing the items). And, in some embodiments, the items being delivered, the container or package in which the items are transported, and/or other components may all be considered to be part of the payload. In some embodiments, the payload228may be attached to the UAV and located substantially outside of the UAV during some or all of a flight by the UAV. For example, the package may be tethered or otherwise releasably attached below the UAV during flight to a target location. In an embodiment where a package carries goods below the UAV, the package may include various features that protect its contents from the environment, reduce aerodynamic drag on the system, and prevent the contents of the package from shifting during UAV flight. For instance, when the payload228takes the form of a package for transporting items, the package may include an outer shell constructed of water-resistant cardboard, plastic, or any other lightweight and water-resistant material. Further, in order to reduce drag, the package may feature smooth surfaces with a pointed front that reduces the frontal cross-sectional area. Further, the sides of the package may taper from a wide bottom to a narrow top, which allows the package to serve as a narrow pylon that reduces interference effects on the wing(s) of the UAV. This may move some of the frontal area and volume of the package away from the wing(s) of the UAV, thereby preventing the reduction of lift on the wing(s) cause by the package. Yet further, in some embodiments, the outer shell of the package may be constructed from a single sheet of material in order to reduce air gaps or extra material, both of which may increase drag on the system. Additionally or alternatively, the package may include a stabilizer to dampen package flutter. This reduction in flutter may allow the package to have a less rigid connection to the UAV and may cause the contents of the package to shift less during flight. In order to deliver the payload, the UAV may include a tether system221, which may be controlled by the tether control module216in order to lower the payload228to the ground while the UAV hovers above. The tether system221may include a tether, which is couplable to a payload228(e.g., a package). The tether224may be wound on a spool that is coupled to a motor222of the UAV (although passive implementations, without a motor, are also possible). The motor may be a DC motor (e.g., a servo motor) that can be actively controlled by a speed controller, although other motor configurations are possible. In some embodiments, the tether control module216can control the speed controller to cause the222to rotate the spool, thereby unwinding or retracting the tether and lowering or raising the payload coupling apparatus. In practice, a speed controller may output a desired operating rate (e.g., a desired RPM) for the spool, which may correspond to the speed at which the tether system should lower the payload towards the ground. The motor may then rotate the spool so that it maintains the desired operating rate (or within some allowable range of operating rates). In order to control the motor via a speed controller, the tether control module216may receive data from a speed sensor (e.g., an encoder) configured to convert a mechanical position to a representative analog or digital signal. In particular, the speed sensor may include a rotary encoder that may provide information related to rotary position (and/or rotary movement) of a shaft of the motor or the spool coupled to the motor, among other possibilities. Moreover, the speed sensor may take the form of an absolute encoder and/or an incremental encoder, among others. So in an example implementation, as the motor causes rotation of the spool, a rotary encoder may be used to measure this rotation. In doing so, the rotary encoder may be used to convert a rotary position to an analog or digital electronic signal used by the tether control module216to determine the amount of rotation of the spool from a fixed reference angle and/or to an analog or digital electronic signal that is representative of a new rotary position, among other options. Other examples are also possible. In some embodiments, a payload coupling component (e.g., a hook or another type of coupling component) can be configured to secure the payload228while being lowered from the UAV by the tether. The coupling apparatus or component and can be further configured to release the payload228upon reaching ground level via electrical or electro-mechanical features of the coupling component. The payload coupling component can then be retracted to the UAV by reeling in the tether using the motor. In some implementations, the payload228may be passively released once it is lowered to the ground. For example, a payload coupling component may provide a passive release mechanism, such as one or more swing arms adapted to retract into and extend from a housing. An extended swing arm may form a hook on which the payload228may be attached. Upon lowering the release mechanism and the payload228to the ground via a tether, a gravitational force as well as a downward inertial force on the release mechanism may cause the payload228to detach from the hook allowing the release mechanism to be raised upwards toward the UAV. The release mechanism may further include a spring mechanism that biases the swing arm to retract into the housing when there are no other external forces on the swing arm. For instance, a spring may exert a force on the swing arm that pushes or pulls the swing arm toward the housing such that the swing arm retracts into the housing once the weight of the payload228no longer forces the swing arm to extend from the housing. Retracting the swing arm into the housing may reduce the likelihood of the release mechanism snagging the payload228or other nearby objects when raising the release mechanism toward the UAV upon delivery of the payload228. In another implementation, a payload coupling component may include a hook feature that passively releases the payload when the payload contacts the ground. For example, the payload coupling component may take the form of or include a hook feature that is sized and shaped to interact with a corresponding attachment feature (e.g., a handle or hole) on a payload taking the form of a container or tote. The hook may be inserted into the handle or hole of the payload container, such that the weight of the payload keeps the payload container secured to the hook feature during flight. However, the hook feature and payload container may be designed such that when the container contacts the ground and is supported from below, the hook feature slides out of the container's attachment feature, thereby passively releasing the payload container. Other passive release configurations are also possible. Active payload release mechanisms are also possible. For example, sensors such as a barometric pressure based altimeter and/or accelerometers may help to detect the position of the release mechanism (and the payload) relative to the ground. Data from the sensors can be communicated back to the UAV and/or a control system over a wireless link and used to help in determining when the release mechanism has reached ground level (e.g., by detecting a measurement with the accelerometer that is characteristic of ground impact). In other examples, the UAV may determine that the payload has reached the ground based on a weight sensor detecting a threshold low downward force on the tether and/or based on a threshold low measurement of power drawn by the winch when lowering the payload. Other systems and techniques for delivering a payload, in addition or in the alternative to a tethered delivery system are also possible. For example, a UAV200could include an air-bag drop system or a parachute drop system. Alternatively, a UAV200carrying a payload could simply land on the ground at a delivery location. Other examples are also possible. In some arrangements, a UAV may not include a tether system221. For example, a UAV could include an internal compartment or bay in which the UAV could hold items during transport. Such a compartment could be configured as a top-loading, side-loading, and/or bottom-loading chamber. The UAV may include electrical and/or mechanical means (e.g., doors) that allow the interior compartment in the UAV to be opened and closed. Accordingly, the UAV may open the compartment in various circumstances, such as: (a) when picking up an item for delivery at an item source location, such that the item can be placed in the UAV for delivery, (b) upon arriving at a delivery location, such that the recipient can place an item for return into the UAV, and/or (c) in other circumstances. Further, it is also contemplated, that other non-tethered mechanisms for securing payload items to a UAV are also possible, such as various fasteners for securing items to the UAV housing, among other possibilities. Yet further, a UAV may include an internal compartment for transporting items and/or other non-tethered mechanisms for securing payload items, in addition or in the alternative to a tether system221. IV. ILLUSTRATIVE UAV DEPLOYMENT SYSTEMS UAV systems may be implemented in order to provide various UAV-related services. In particular, UAVs may be provided at a number of different launch sites that may be in communication with regional and/or central control systems. Such a distributed UAV system may allow UAVs to be quickly deployed to provide services across a large geographic area (e.g., that is much larger than the flight range of any single UAV). For example, UAVs capable of carrying payloads may be distributed at a number of launch sites across a large geographic area (possibly even throughout an entire country, or even worldwide), in order to provide on-demand transport of various items to locations throughout the geographic area.FIG.3is a simplified block diagram illustrating a distributed UAV system300, according to an example embodiment. In the illustrative UAV system300, an access system302may allow for interaction with, control of, and/or utilization of a network of UAVs304. In some embodiments, an access system302may be a computing system that allows for human-controlled dispatch of UAVs304. As such, the control system may include or otherwise provide a user interface through which a user can access and/or control the UAVs304. In some embodiments, dispatch of the UAVs304may additionally or alternatively be accomplished via one or more automated processes. For instance, the access system302may dispatch one of the UAVs304to transport a payload to a target location, and the UAV may autonomously navigate to the target location by utilizing various on-board sensors, such as a GPS receiver and/or other various navigational sensors. Further, the access system302may provide for remote operation of a UAV. For instance, the access system302may allow an operator to control the flight of a UAV via its user interface. As a specific example, an operator may use the access system302to dispatch a UAV304to a target location. The UAV304may then autonomously navigate to the general area of the target location. At this point, the operator may use the access system302to take control of the UAV304and navigate the UAV to the target location (e.g., to a particular person to whom a payload is being transported). Other examples of remote operation of a UAV are also possible. In an illustrative embodiment, the UAVs304may take various forms. For example, each of the UAVs304may be a UAV such as those illustrated inFIG.1,2,3, or4. However, UAV system300may also utilize other types of UAVs without departing from the scope of the invention. In some implementations, all of the UAVs304may be of the same or a similar configuration. However, in other implementations, the UAVs304may include a number of different types of UAVs. For instance, the UAVs304may include a number of types of UAVs, with each type of UAV being configured for a different type or types of payload delivery capabilities. The UAV system300may further include a remote device306, which may take various forms. Generally, the remote device306may be any device through which a direct or indirect request to dispatch a UAV can be made. (Note that an indirect request may involve any communication that may be responded to by dispatching a UAV, such as requesting a package delivery). In an example embodiment, the remote device306may be a mobile phone, tablet computer, laptop computer, personal computer, or any network-connected computing device. Further, in some instances, the remote device306may not be a computing device. As an example, a standard telephone, which allows for communication via plain old telephone service (POTS), may serve as the remote device306. Other types of remote devices are also possible. Further, the remote device306may be configured to communicate with access system302via one or more types of communication network(s)308. For example, the remote device306may communicate with the access system302(or a human operator of the access system302) by communicating over a POTS network, a cellular network, and/or a data network such as the Internet. Other types of networks may also be utilized. In some embodiments, the remote device306may be configured to allow a user to request pick-up of one or more items from a certain source location and/or delivery of one or more items to a desired location. For example, a user could request UAV delivery of a package to their home via their mobile phone, tablet, or laptop. As another example, a user could request dynamic delivery to wherever they are located at the time of delivery. To provide such dynamic delivery, the UAV system300may receive location information (e.g., GPS coordinates, etc.) from the user's mobile phone, or any other device on the user's person, such that a UAV can navigate to the user's location (as indicated by their mobile phone). In some embodiments, a business user (e.g., a restaurant) could utilize one or more remote devices306to request that a UAV be dispatched to pick-up one or more items (e.g., a food order) from a source location (e.g., the restaurant's address), and then deliver the one or more items to a target location (e.g., a customer's address). Further, in such embodiments, there may be a number of remote devices306associated with a common item-provider account (e.g., an account used by multiple employees and/or owners of a particular restaurant). Additionally, in such embodiments, a remote device306may be utilized to send item-provider submissions to a transport-provider computing system (e.g., central dispatch system310and or local dispatch system312), which each indicate a respective quantitative measure for a given amount of UAV transport service at a given future time. For example, remote device306may be utilized to generate and send an item-provider submission that specifies a level of desired UAV transport services (e.g., number and/or rate of expected UAV delivery flights), and/or a monetary value corresponding to the item provider's need for UAV transport services, at a particular time or during a particular period of time in the future. In an illustrative arrangement, the central dispatch system310may be a server or group of servers, which is configured to receive dispatch messages requests and/or dispatch instructions from the access system302. Such dispatch messages may request or instruct the central dispatch system310to coordinate the deployment of UAVs to various target locations. The central dispatch system310may be further configured to route such requests or instructions to one or more local dispatch systems312. To provide such functionality, the central dispatch system310may communicate with the access system302via a data network, such as the Internet or a private network that is established for communications between access systems and automated dispatch systems. In the illustrated configuration, the central dispatch system310may be configured to coordinate the dispatch of UAVs304from a number of different local dispatch systems312. As such, the central dispatch system310may keep track of which UAVs304are located at which local dispatch systems312, which UAVs304are currently available for deployment, and/or which services or operations each of the UAVs304is configured for (in the event that a UAV fleet includes multiple types of UAVs configured for different services and/or operations). Additionally or alternatively, each local dispatch system312may be configured to track which of its associated UAVs304are currently available for deployment and/or are currently in the midst of item transport. In some cases, when the central dispatch system310receives a request for UAV-related service (e.g., transport of an item) from the access system302, the central dispatch system310may select a specific UAV304to dispatch. The central dispatch system310may accordingly instruct the local dispatch system312that is associated with the selected UAV to dispatch the selected UAV. The local dispatch system312may then operate its associated deployment system314to launch the selected UAV. In other cases, the central dispatch system310may forward a request for a UAV-related service to a local dispatch system312that is near the location where the support is requested and leave the selection of a particular UAV304to the local dispatch system312. In an example configuration, the local dispatch system312may be implemented as a computing system at the same location as the deployment system(s)314that it controls. For example, the local dispatch system312may be implemented by a computing system installed at a building, such as a warehouse, where the deployment system(s)314and UAV(s)304that are associated with the particular local dispatch system312are also located. In other embodiments, the local dispatch system312may be implemented at a location that is remote to its associated deployment system(s)314and UAV(s)304. Numerous variations on and alternatives to the illustrated configuration of the UAV system300are possible. For example, in some embodiments, a user of the remote device306could request delivery of a package directly from the central dispatch system310. To do so, an application may be implemented on the remote device306that allows the user to provide information regarding a requested delivery, and generate and send a data message to request that the UAV system300provide the delivery. In such an embodiment, the central dispatch system310may include automated functionality to handle requests that are generated by such an application, evaluate such requests, and, if appropriate, coordinate with an appropriate local dispatch system312to deploy a UAV. Further, some or all of the functionality that is attributed herein to the central dispatch system310, the local dispatch system(s)312, the access system302, and/or the deployment system(s)314may be combined in a single system, implemented in a more complex system (e.g., having more layers of control), and/or redistributed among the central dispatch system310, the local dispatch system(s)312, the access system302, and/or the deployment system(s)314in various ways. Yet further, while each local dispatch system312is shown as having two associated deployment systems314, a given local dispatch system312may alternatively have more or fewer associated deployment systems314. Similarly, while the central dispatch system310is shown as being in communication with two local dispatch systems312, the central dispatch system310may alternatively be in communication with more or fewer local dispatch systems312. In a further aspect, the deployment systems314may take various forms. In some implementations, some or all of the deployment systems314may be a structure or system that passively facilitates a UAV taking off from a resting position to begin a flight. For example, some or all of the deployment systems314may take the form of a landing pad, a hangar, and/or a runway, among other possibilities. As such, a given deployment system314may be arranged to facilitate deployment of one UAV304at a time, or deployment of multiple UAVs (e.g., a landing pad large enough to be utilized by multiple UAVs concurrently). Additionally or alternatively, some or all of deployment systems314may take the form of or include systems for actively launching one or more of the UAVs304. Such launch systems may include features that provide for an automated UAV launch and/or features that allow for a human-assisted UAV launch. Further, a given deployment system314may be configured to launch one particular UAV304, or to launch multiple UAVs304. Note that deployment systems314may also be configured to passively facilitate and/or actively assist a UAV when landing. For example, the same landing pad could be used for take-off and landing. Additionally or alternatively, a deployment system could include a robotic arm operable to receive an incoming UAV. A deployment system314could also include other structures and/or systems to assist and/or facilitate UAV landing processes. Further, structures and/or systems to assist and/or facilitate UAV landing processes may be implemented as separate structures and/or systems, so long as UAVs can move or be moved from a landing structure or system to a deployment system314for re-deployment. The deployment systems314may further be configured to provide additional functions, including for example, diagnostic-related functions such as verifying system functionality of the UAV, verifying functionality of devices that are housed within a UAV (e.g., a payload delivery apparatus), and/or maintaining devices or other items that are housed in the UAV (e.g., by monitoring a status of a payload such as its temperature, weight, etc.). In some embodiments, local dispatch systems312(along with their respective deployment system(s)314may be strategically distributed throughout an area such as a city. For example, local dispatch systems312may be strategically distributed such that each local dispatch systems312is proximate to one or more payload pickup locations (e.g., near a restaurant, store, or warehouse). However, the local dispatch systems312may be distributed in other ways, depending upon the particular implementation. As an additional example, kiosks that allow users to transport packages via UAVs may be installed in various locations. Such kiosks may include UAV launch systems, and may allow a user to provide their package for loading onto a UAV and pay for UAV shipping services, among other possibilities. Other examples are also possible. In a further aspect, the UAV system300may include or have access to a user-account database316. The user-account database316may include data for a number of user accounts, and which are each associated with one or more person. For a given user account, the user-account database316may include data related to or useful in providing UAV-related services. Typically, the user data associated with each user account is optionally provided by an associated user and/or is collected with the associated user's permission. Further, in some embodiments, a person may be required to register for a user account with the UAV system300, if they wish to be provided with UAV-related services by the UAVs304from UAV system300. As such, the user-account database316may include authorization information for a given user account (e.g., a user name and password), and/or other information that may be used to authorize access to a user account. In some embodiments, a person may associate one or more of their devices with their user account, such that they can access the services of UAV system300. For example, when a person uses an associated mobile phone to, e.g., place a call to an operator of the access system302or send a message requesting a UAV-related service to a dispatch system, the phone may be identified via a unique device identification number, and the call or message may then be attributed to the associated user account. Other examples are also possible. Additionally or alternatively, an item provider that wishes to deliver their products using UAV transport services provided by an ATSP to deliver, can register for an item-provider account with the UAV system300. As such, the user-account database316may include authorization information for a given item-provider account (e.g., one or more user name and password combinations), and/or other information that may be used to authorize access to a given item-provider account. Alternatively, data for item-provider accounts may be kept in a separate database from recipient user accounts. Other data structures and storage configurations for storing such account data are also possible. V. UAV TRANSPORT SERVICES WITH SEPARATELY LOCATED ITEM PROVIDERS AND UAV HUBS As noted above, an ATSP may be a separate entity from the entity or entities that provide the items being transported and/or interface with the recipients who request delivery of these items. For example, a company that operates a fleet of UAVs configured for item delivery may provide delivery services for third-party entities, such as restaurants, clothing stores, grocery stores, and other “brick and mortar” and/or online retailers, among other possibilities. These third-party entities may have accounts with the UAV transport service provider, via which the third-parties can request and/or purchase UAV transport services from the transport service provider. Further, the third-party entities could interface with recipients (e.g., customers) directly, or through computing systems (e.g., applications and/or server systems) provided by the UAV transport service provider. FIG.4is a block diagram showing an example arrangement for an aerial transport provider control system402, which coordinates UAV transport services for a plurality of item providers that are located remotely from the service provider's dispatch locations, and served by a plurality of UAV hubs at various locations. As shown, an aerial transport service provider (ATSP)402may be communicatively coupled to UAV nests404ato404d, and communicatively coupled to item-provider computing systems406ato406d. Such communicative couplings may be implemented using various types of wired and/or wireless communication protocols and networks. Each UAV nest404ato404dis a facility where UAVs can be stored for at least a short period of time, and from which UAVs can begin carrying out a UAV transport task (e.g., where UAVs can take off). In some implementations, some or all of UAV nests404ato404dmay take the form of a local dispatch system and one or more deployment systems, such as those described in reference toFIG.3above. Of course, some or all UAV nests404ato404dcould also take other forms and/or perform different functions. Each item-provider computing system406ato406dmay be associated with a different item-provider account. As such, a given item-provider computing system406ato406dmay include one or more computing devices that are authorized to access the corresponding item-provider account with ATSP402. Further, ATSP402may store data for item-provider accounts in an item-provider account database407. In practice, a given item-provider computing system406ato406dmay include one or more remote computing devices (e.g., such as one or more remote devices306described in reference toFIG.3), which have logged in to or otherwise been authorized to access the same item-provider account (e.g., cell phones, laptops, and/or computing devices of a business's employees). Additionally or alternatively, an item-provider computing system406ato406dmay be implemented with less of an ad-hoc approach; e.g., with one or more dedicated user-interface terminals installed at the item provider's facilities. Other types of item-provider computing systems are also possible. In order to provide UAV transport services to various item providers in an efficient and flexible manner, a UAV transport service provider402may dynamically assign different UAVs to transport tasks for different item providers based on demand and/or other factors, rather than permanently assigning each UAV to a particular item provider. As such, the particular UAV or UAVs that carry out transport tasks for a given third-party item provider may vary over time. The dynamic assignment of UAVs to flights for a number of different item providers can help a UAV transport service provider to more efficiently utilize a group of UAVs (e.g., by reducing unnecessary UAV downtime), as compared to an arrangement where specific UAVs are permanently assigned to specific item providers. More specifically, to dynamically assign UAVs to transport requests from third-party item providers, the UAV transport service provider402can dynamically redistribute UAVs amongst a number of UAV deployment locations (which may be referred to as, e.g., “hubs” or “nests”) through a service area, according to time-varying levels of demand at various locations or sub-areas within the service area. With such an arrangement, a delivery flight may involve the additional flight leg to fly from the UAV hub to the item-provider's location to pick up the item or items for transport, before flying to the delivery location, as compared to an arrangement where delivery UAVs are stationed at the source location for items (such as a distributor or retailer warehouse or a restaurant). While the flight leg between the UAV hub and a pick-up location has associated costs, these costs can be offset by more efficient use of each UAV (e.g., more flights, and less unnecessary ground time, in a given period of time), which in turn can allow for a lesser number of UAVs to be utilized for a given number of transport tasks. VI. UAV HAVING DOORS THAT ENABLE LOADING AND RELEASE OF PAYLOADS Disclosed herein is a UAV that is arranged for door-enabled loading and release of a payload. In practice, the disclosed UAV may take on any feasible form, such as any one of the forms described herein. For instance, the disclosed UAV may take the form of a quadcopter UAV or of a tail-sitter UAV, among other possibilities. In a specific example, UAV100could have door(s) arranged on the fuselage106, and may be configured to carry out operations in accordance with the present disclosure. Moreover, the disclosed UAV may include any combination of the above-described UAV features, among others. In accordance with the present disclosure, the disclosed UAV may have several features that provide for door-enabled loading and release of a payload. These features include a control system, a fuselage, a chamber, and a first and a second door. And these features may be arranged in any feasible manner that provides for door-enabled loading and release of a payload. More specifically, the disclosed UAV may have a control system on-board and/or may be in communication with an external control system. In any case, the control system may include one or more processors (e.g., processor(s)208) configured to execute computer-readable program instructions that are stored in data storage and are executable to provide the functionality of the disclosed UAV, such as to control flight and/or other operations of the UAV. Additionally, the disclosed UAV may include a fuselage (e.g., fuselage1104), which may be the aircraft's main body section. Generally, the fuselage may take on any feasible shape, form, and size, and may be coupled to other UAV features, such as to wing(s), to a propulsion unit, and/or to landing gear, among others. Moreover, the fuselage may contain, for example, the control system, batteries, sensor(s), and/or a payload, among other possibilities. In an example implementation, a chamber may be formed within the fuselage of the disclosed UAV and arranged to house a payload. The chamber could be an enclosed space or cavity within the fuselage, among other options. Also, the chamber could take on any feasible shape, form and size. For instance, the chamber could be specifically arranged to house specific types of payloads, such as item(s) of a particular size and/or of a particular shape, for instance. Further, the disclosed UAV may have a first door arranged on a first side of the fuselage as well as a second door arrange on a second side of the fuselage. Generally, the first and second sides may be different from one another or may be the same side. Additionally, the first and second doors could each respectively take on any form. For example, a door could be a hinged-door that is connected to the fuselage by way of one or more hinges, thereby allowing the door to swing open and close. In another example, a door could be a sliding door, which could mounted on, suspended from, or otherwise coupled to a track, thereby allowing the door to slide open and close substantially parallel to a surface of the fuselage. In yet other examples, a door could be a revolving door, a pivot door, a bypass door, and/or a bifold door, among others. Generally, the opening and closing of the first and/or second doors may be carried out manually by an individual and/or may be automatic. In the case of manual opening/closing of one or both of the first and second doors, an individual may apply certain directional force(s) that cause opening and/or closing of a given door. And in the case of automatic control of the door(s), the disclosed UAV could control the opening and/or closing of one or both of the first and second doors, and do so in various ways. For example, a linear or rotary actuator could be coupled to a given one of the doors, and the UAV's control system may send signal(s) to that actuator that cause the actuator to apply force(s) to the given door, which may in turn cause opening and/or closing of the given door. Other examples are also possible. Moreover, each of the first and second doors may respectively provide access to the chamber, so as to provide for the disclosed door-enabled loading and release of a payload. In particular, an opening of the first door may enable loading of a payload into the chamber via the first side of the disclosed UAV's fuselage. And an opening of the second door may enable release of the payload from the chamber via the second side of the disclosed UAV's fuselage. Moreover, when the first and second doors are closed, a payload can be safely secured within the fuselage during flight and/or other operations by the disclosed UAV. In any case, the loading and release of the payload could be carried out in various ways. In an example arrangement, one of the first and second doors may be a top door and the other one of the first and second doors may be a bottom door. In particular, one of the sides of the fuselage may be a bottom side that is substantially oriented towards the ground during flight of the UAV, and another side of the fuselage may be a top side that is substantially opposite the bottom side. Given this, the top door may be arranged on the top side of the fuselage and the bottom door may be arranged on the bottom side of the fuselage. In one implementation, this top and bottom door arrangement may provide for top loading of a payload. In particular, an opening of the top door may enable loading of a payload into the chamber via the top side of the disclosed UAV's fuselage. Generally, the top loading could be useful for various reasons. For example, if the UAV lands on the ground when at a pickup location for pickup of a payload, an opening of the top door may serve as an indication (e.g., to an individual) that the payload should be loaded into the chamber via the top door. In another example, assuming that the UAV is arranged to substantially land on the bottom side, the top loading may allow the UAV to land, rather than fly (e.g., hover), during pickup of the payload, thereby reducing the amount of energy being used by the UAV during pickup, among other advantages. In yet another example, the top loading of the payload may be carried out by an individual, which may be advantageous when the payload at issue is a high-value item that ideally should not be left unattended. Other examples and advantages are also possible. In another implementation, this top and bottom door arrangement may provide for bottom release of a payload. In particular, an opening of the bottom door may enable release of the payload from the chamber via the bottom side of the disclosed UAV's fuselage. Generally, such bottom release of the payload could be carried out in one of various ways, such as through a drop of the payload from the chamber (e.g., while the UAV is hovering substantially proximate to the ground) or through a tethered delivery of the payload, among others. Nonetheless, the bottom release could be useful for various reasons. For example, when the UAV is at a delivery location and the payload at issue is not a high-value item that ideally should not be left unattended, the UAV may release the payload via the bottom door without necessarily having to wait for an individual to be present to carry out the unloading of the payload (e.g., via the top door), thereby reducing the amount of time the UAV spends on delivery of the payload. In contrast, when the payload at issue is a high-value item, then the UAV could wait for an individual to be present at the delivery location before releasing the item via the bottom door. Other examples and advantages are also possible. In yet another implementation, this top and bottom door arrangement may provide for top release of a payload. In particular, an opening of the top door may enable release/unloading of the payload from the chamber via the top side of the disclosed UAV's fuselage. Generally, the top release could be useful for various reasons. For example, if the UAV lands on the ground when at a delivery location for delivery of the payload, an opening of the top door may serve as an indication (e.g., to an individual) that the payload should be released or otherwise unloaded from the chamber via the top door. Additionally, such top release may allow the UAV to land, rather than fly (e.g., hover), during delivery of the payload, thereby reducing the amount of energy being used by the UAV during delivery, among other advantages. Further, such top release/unloading may be carried out by an individual, which may be advantageous when the payload at issue is a high-value item that ideally should not be left unattended. Other examples and advantages are also possible. In yet another implementation, this top and bottom door arrangement may provide for bottom loading of a payload. In particular, an opening of the bottom door may enable loading of a payload into the chamber via the bottom side of the disclosed UAV's fuselage. Generally, the bottom loading could be useful for various reasons. For example, the UAV may hover when at a pickup location for pickup of a payload, which may allow an individual to load the payload onto the UAV via the bottom door. In practice, such a bottom loading approach may be advantageous in a situation where there is no feasible location at which the UAV can land, among other possibilities. Other examples and advantages are also possible. In accordance with the present disclosure, these various implementations of the top and bottom door arrangement may allow the UAV to carry out pick up and/or delivery payload(s) according to one or more of various possible approaches. In one case, the disclosed UAV may carry out top loading and bottom release of a payload. In another case, the disclosed UAV may carry out bottom loading and top release of a payload. In yet another case, the disclosed UAV may carry out top loading and top release of a payload. In yet another case, the disclosed UAV may carry out bottom loading and bottom release of a payload. In any case, any one of top loading, bottom loading, top release, and bottom release of a payload could be carried out while the UAV is in-flight (e.g., hovering) and/or after the UAV has landed (e.g., on a ground surface), among other possibilities. Other cases are possible as well. Moreover, the disclosed UAV may have various features that could enhance safety during pickup and delivery of a payload. In particular, the disclosed UAV may be a lightweight UAV having a weight that is below a threshold weight. For example, the disclosed UAV may have a weight that meets regulations for UAVs permitted to fly in the vicinity of individual(s), such as regulations set by the Federal Aviation Administration (FAA), for instance. In another example, as further discussed herein, the disclosed UAV may have a weight that is suitable for carrying smaller and/or lighter items, which would allow for use of the disclosed UAV as part of a group that includes various types of UAVs each respectively suitable for carrying items of certain sizes or weights. Additionally or alternatively, the UAV may have a propulsion unit including propeller(s) that are unexposed and are thus prevented from making contact with an individual. For example, the disclosed UAV may have a shrouded propeller design. Other examples are possible as well. FIGS.5A to5Dnext illustrate a UAV500arranged in accordance with the present disclosure, such as for door-enabled loading and release of a payload. Although, the UAV500is shown as taking the form of a quadcopter UAV, a UAV arranged in accordance with the present disclosure could take on any feasible form. FIGS.5A to5Billustrate a top perspective in which a top side of the UAV500is shown. As shown, the UAV500includes a propulsion unit502having unexposed propellers that are surrounded by a casing. Additionally, the UAV500includes a fuselage504to which the propulsion unit502is connected. Further, the UAV500includes a door506(e.g., a sliding door) arranged on the top side of the fuselage504. And an opening of the door506provides access to a chamber508formed within the fuselage, thereby providing for loading of a payload onto the chamber508via the top side and/or release of a payload from the chamber508via the top side. FIGS.5C to5Dthen illustrate a bottom perspective in which a bottom side of the UAV500is shown. As shown, the UAV500includes another door510(e.g., another sliding door) arranged on the bottom side of the fuselage504. And an opening of the door510also provides access to the chamber508that is formed within the fuselage, thereby providing for loading of a payload onto the chamber508via the bottom side and/or release of a payload from the chamber508via the bottom side. Other illustrations are possible as well. VII. DOOR-ENABLED PICKUP AND DELIVERY OF PAYLOADS BY A UAV FIG.6is a flowchart illustrating a method600, which relates to use of the disclosed UAV for door-enabled pickup and delivery of a payload. Method600shown inFIG.6(and other processes and methods disclosed herein) presents a method that can be implemented within an arrangement involving, for example, any of the systems shown inFIGS.1A to5D(or more particularly by one or more components or subsystems thereof, such as by a processor and a non-transitory computer-readable medium having instructions that are executable to cause the device to perform functions described herein), among other possible systems. Method600and other processes and methods disclosed herein may include one or more operations, functions, or actions, as illustrated by one or more of blocks602-608for instance. Although blocks are illustrated in sequential order, these blocks may also be performed in parallel, and/or in a different order than those described herein. Also, the various blocks may be combined into fewer blocks, divided into additional blocks, and/or removed based upon the desired implementation. In addition, for the method600and other processes and methods disclosed herein, the flowchart shows functionality and operation of one possible implementation of the present disclosure. In this regard, each block may represent a module, a segment, or a portion of program code, which includes one or more instructions executable by a processor for implementing specific logical functions or steps in the process. The program code may be stored on any type of computer readable medium, for example, such as a storage device including a disk or hard drive. The computer readable medium may include non-transitory computer readable medium, for example, such as computer-readable media that stores data for short periods of time like register memory, processor cache and Random Access Memory (RAM). The computer readable medium may also include non-transitory media, such as secondary or persistent long term storage, like read only memory (ROM), optical or magnetic disks, compact-disc read only memory (CD-ROM), for example. The computer readable media may also be any other volatile or non-volatile storage systems. The computer readable medium may be considered a computer readable storage medium, for example, or a tangible storage device. In addition, for the method600and other processes and methods disclosed herein, each block inFIG.6may represent circuitry that is wired to perform the specific logical functions in the process. At block602, method600may involve determining, by a control system, that a UAV is at a pickup location for pickup of a payload. In line with the discussion above, this UAV may include a fuselage having a first side, a second side, and a chamber arranged to house the payload. A first door may be arranged on the first side of the fuselage, such that an opening of the first door enables loading of the payload into the chamber. And a second door may be arranged on the second side of the fuselage, such that an opening of the second door enables release of the payload from the chamber. Moreover, the control system at issue may be on-board the UAV and/or may be an external control system that transmits instructions to the UAV, among other options. In any case, the control system may determine in various ways that the UAV is at a pickup location. For example, an aerial transport service provider may dynamically assign the UAVs to a transport task for transport of a particular item, and the transport task may have an associated a pickup location. The pickup location could be address or could be specified in other ways, such using a name of a business. In this example, the UAV may navigate to the pickup location, and the control system could determine that the UAV is at the pickup location based on data from one or more sensors. For instance, the UAV may include a GPS receiver that provides GPS coordinates of the UAV, and the control system could determine that current GPS coordinates of the UAV correspond to an address that has been specified as the pickup location. Other examples are also possible. At block604, method600may involve, in response to determining that the UAV is at the pickup location for pickup of the payload, causing, by the control system, the opening of the first door to enable loading of the payload into the chamber. Once the control system determines that the UAV is at the pickup location, the control system may cause the opening of the first door, which may enable loading of a payload into the chamber. In practice, causing opening of the first door may involve an automatic opening of the first door, such that the first door physically moves to provide access to the chamber. Additionally or alternatively, assuming that the UAV includes a mechanism for locking and unlocking of the first door, causing opening of the first door may involve unlocking the first door, so as to allow for a manual or automatic opening of the first door. In a more specific implementation, the control system may cause the opening of the first door in response to various trigger(s) associated with the UAV being at the pickup location. For example, the control system may cause the opening of the first door in response to determining that the UAV has landed at the pickup location. In another example, the control system may cause the opening of the first door in response to determining that the UAV is hovering at a specific spatial position in the pickup location. Other examples are also possible. In some implementations, the control system could also cause the closing of the first door. Generally, causing closing of the first door may involve an automatic closing of the first door, such that the first door physically moves to prevent access to the chamber. Additionally, causing closing of the first door may optionally involve locking the first door, so as to prevent a manual or automatic opening of the first door after a manual or automatic closing of the first door. In any case, the control system may cause the closing of the first door in response to one or more trigger(s) associated with the pickup location. In one example, the control system may cause the closing of the first door in response to detecting that a payload has been loaded into the chamber. In practice, the control system may detect in various ways that a payload has been loaded into the chamber. For instance, the chamber could be equipped with a touch sensor that provides touch data indicative of whether or not a payload is in the chamber. In another example, the control system may cause the closing of the first door in response to determining that the UAV has transitioned or is about to transition back to flight in the pickup location. In yet another example, the control system may cause the closing of the first door in response to determining that the UAV is no longer at the pickup location. Other examples are also possible. At block606, method600may involve determining, by the control system, that the UAV is at a delivery location for delivery of the payload. Generally, the control system may determine in various ways that the UAV is at a delivery location. In line with the example above, an aerial transport service provider may dynamically assign the UAVs to a transport task for transport of a particular item, and the transport task may be associated with a delivery location. As with the pickup location, the delivery location could be an address or could be specified in other ways, such using a name of a business. In this example, the UAV may navigate to the delivery location after pickup of the payload at the pickup location, and the control system could determine that the UAV is at the delivery location based on data from one or more sensors. For instance, here again, the control system could determine that current GPS coordinates of the UAV correspond to an address that has been specified as the delivery location. Other examples are also possible. At block608, method600may involve, in response to determining that the UAV is at a delivery location for delivery of the payload, causing, by the control system, the opening of the second door to enable release of the payload from the chamber. Once the control system determines that the UAV is at the delivery location, the control system may cause the opening of the second door, which may enable release of the payload from the chamber. In practice, causing opening of the second door may involve an automatic opening of the second door, such that the second door physically moves to provide a pathway for the payload to be release or otherwise unloaded from the chamber. Additionally or alternatively, assuming that the UAV includes a mechanism for locking and unlocking of the second door, causing opening of the second door may involve unlocking the second door, so as to allow for a manual or automatic opening of the second door. In a more specific implementation, the control system may cause the opening of the second door in response to various trigger(s) associated with the UAV being at the delivery location. For example, the control system may cause the opening of the second door in response to determining that the UAV has landed at the delivery location. In another example, the control system may cause the opening of the second door in response to determining that the UAV is hovering at a specific spatial position in the delivery location. Other examples are also possible. In some implementations, the control system could also cause the closing of the second door. Generally, causing closing of the second door may involve an automatic closing of the second door, such that the second door physically moves to prevent access to the chamber. Additionally, causing closing of the second door may involve locking the second door, so as to prevent a manual or automatic opening of the second door after a manual or automatic closing of the second door. In any case, the control system may cause the closing of the second door in response to one or more trigger(s) associated with the delivery location. In one example, the control system may cause the closing of the second door in response to detecting that a payload has been released from the chamber. In practice, the control system may detect in various ways that a payload has been released from the chamber. For instance, in line with the example above, the chamber could be equipped with a touch sensor that provides touch data indicative of whether or not a payload is in the chamber. In another example, the control system may cause the closing of the second door in response to determining that the UAV has transitioned or is about to transition back to flight in the delivery location. In yet another example, the control system may cause the closing of the second door in response to determining that the UAV is no longer at the delivery location. Other examples are also possible. FIGS.7A to7Bnext illustrate an example approach for door-enabled pickup and delivery of a payload. FIG.7Ashows a scenario in which the UAV500has landed in a pickup location700A. In response to detecting that the UAV500has landed in the pickup location700A, a control system of the UAV500may cause the UAV500to open the top door506, so as to provide access to the chamber508within the fuselage504. Given this, as shown inFIG.7A, the opening of the top door506has enabled loading of a package704into the chamber508(e.g., by individual702at the pickup location700A). In some examples, the opening of the top door506also may enable retrieval of package704(e.g., by individual702or another individual at a different pickup location), as described herein. FIG.7Bthen shows a scenario in which the UAV500is hovering in a delivery location700B. In response to detecting that the UAV500is hovering in a delivery location700B, a control system of the UAV500may cause the UAV500to open the bottom door510, so as to provide a pathway for release of the package704from the chamber508. Given this, as shown inFIG.7B, the opening of the bottom door510causes the package704to drop from the chamber to the ground while the UAV is hovering substantially proximate to the ground. FIGS.8A to8Bnext illustrate another example approach for door-enabled pickup and delivery of a payload. FIG.8Ashows a scenario in which the UAV500has arrived in pickup location800A. In response to detecting that the UAV500has arrived in the pickup location800A, a control system of the UAV500may cause the UAV500to open the bottom door510, so as to provide access to the chamber508within the fuselage504. Given this, as shown inFIG.8A, UAV500may land on top of an object802while the bottom door510is open, so that the object802on the ground ends up being located within the space provided by the chamber508. Then, the control system of the UAV500may cause the UAV500to close the bottom door510, such that the bottom door510“slides” under the object802, thereby causing the object802to be disposed within the chamber508after closing of the bottom door510. In this way, the UAV500could carry out door-enabled pick up of the object802without assistance of an individual. FIG.8Bthen shows a scenario in which the UAV500has landed in a delivery location800B. In response to detecting that the UAV500has landed in the delivery location800B, a control system of the UAV500may cause the UAV500to open the top door506, so as to provide a pathway for release of the package802from the chamber508. Given this, the opening of the top door506may allow an individual (not shown) to physically unload the package from the UAV500. Other illustrations are possible as well. VIII. USE OF DISCLOSED UAV BASED ON THE UAV MEETING CRITERIA FOR A TRANSPORT TASK FIG.9is next a flowchart illustrating a method900, which relates to use of the disclosed UAV (i.e., that is arranged for door-enabled loading and release of a payload) when the UAV meets criteria for a transport task. At block902, method900may involve receiving, by a control system, a request for a transport task to be performed by at least one UAV from a group of UAVs. As an initial matter, the group of UAVs may be any group that includes at least some UAVs capable of carrying out transport tasks that involve transport of payload(s). In one case, the group of UAVs may belong to an entity that provides items to be transported by one or more UAVs of the group and/or that interfaces with the recipients who request delivery of these items. In another case, the group of UAVs may belong to an aerial transport service provider, which may be a separate entity from the entity that provides the items being transported and/or that interfaces with the recipients who request delivery of these items. Other cases are also possible. In any case, the group at issue may include at least a first UAV of a first type and a second UAV of a second type. In accordance with the present disclosure, the first type of UAV may be the disclosed UAV that provides for door-enabled pickup and delivery of payloads. Namely, the first type of UAV may include (i) a fuselage having a first side and a second side and (ii) a chamber formed within the fuselage and arranged to house a payload. A first door may be arranged on the first side of the fuselage, such that an opening of the first door enables loading of the payload into the chamber. And a second door may be arranged on the second side of the fuselage, such that an opening of the second door enables release of the payload from the chamber. One the other hand, the second type of UAV may be any type that is different in some way from the first type of UAV. In one example, the second type of UAV could take on a different form compared to the first type. For instance, the first type of UAV may be a quadcopter UAV (e.g., UAV500) and the second type of UAV may be a fixed-wing UAV (e.g., fixed-wing UAV1100a). In another example, in contrast to the arrangement of the first type of UAV, the second type of UAV could be arranged to carry out tethered pickup and delivery of payloads in line with the discussion above, and do so without use of doors that enable loading and release of payloads. In yet another example, the second type of UAV may be larger in size compared with a size of the first type of UAV. Other examples are also possible. Given this, each type of UAV may be respectively suitable to carry out certain types of transport tasks. In one example, given that the first type of UAV may be a lightweight UAV that could safely operate in the vicinity of individuals, the first type of UAV may be designated as a UAV that is suitable to transport one or more items having a collective weight up to a first weight (e.g., 10 lbs). Whereas, the second type of UAV may be designated as a UAV that is suitable to transport one or more items having a collective weight up to a second weight (e.g., 50 lbs) that is greater than the first weight. Of course, the second type of UAV could transport item(s) having a collective weight that is lesser than the second weight, but, in this example, item(s) having a collective weight that is lesser than the second weight would ideally be transported by the first type of UAV. As such, the second type of UAV could be used to facilitate transport of heavier items and the first type of UAV could be used to facilitate transport of lighter items. In another example, given the size of the chamber within the fuselage, the first type of UAV may be designated as a UAV that is suitable to transport one or more items having a collective size up to a first size (e.g., lesser than the size of the chamber). Whereas, given that the second type of UAV may be arranged to carry out tethered pickup and delivery of payloads, the second type of UAV may be designated as a UAV that is suitable transport one or more items having a collective size up to a second size greater than the first size. Of course, the second type of UAV could transport item(s) having a collective size that is lesser than the second size, but, in this example, item(s) having a collective size that is lesser than the second size would ideally be transported by the first type of UAV. As such, the second type of UAV could be used to facilitate transport of larger items and the first type of UAV could be used to facilitate transport of smaller items. In yet another example, given that the first type of UAV may include an enclosed chamber within the fuselage that is arranged to temporarily and securely house a payload, the first type of UAV may be designated as a UAV that is suitable to transport high-value item(s), such as expensive item(s), fragile item(s), or any item(s) that have been in some way designated as being of a high-value. Whereas, assuming that the second type of UAV does not include a secure chamber, the second type of UAV may be designated as a UAV that is suitable transport any item(s) other than those that have been designated as high-value item(s). Other examples are also possible. Given a group of UAVs as described above, a control system may receive a request for a transport task to be performed by at least one UAV from the group. In practice, this control system may include control system(s) that are respectively on-board one or more of the UAVs in the group. Additionally or alternatively, the control system may be an external control system that facilitates operations of one or more UAVs from the group (e.g., ground control infrastructure of an aerial transport service provider). Nonetheless, when the control system receives a request for a transport task, the request may include various types of information. For example, the request may specify a pickup location for pickup of an item and/or a delivery location for delivery of an item. In another example, the request may specify information about the item(s) to be transported. For instance, the request may specify a size of the item(s) and/or a weight of the item(s). And in some cases, the request could include a designation of whether or not a given item is a high-value item. Other examples are also possible. At block904, method900may involve, based on the first UAV being of the first type, determining, by the control system, that the first UAV meets a criteria for the transport task. Once the control system receives a request for a transport task, the control system may then determine which type of UAV from the group meets criteria for the transport task. In practice, this would result in the transport task being assigned to a UAV that is most suitable to carry out that transport task. As an initial matter, the control system could determine criteria for a transport task in various ways, such as based on information specified in the received request, for instance. For example, the control system could determine a particular size of an item to be transported, a particular weight of the item to be transported, and/or whether the item to be transported is designated as a high-value item. As such, the control system could determine based on the request that the criteria for the transport task may include: (i) ability to transport an item having the particular weight, (ii) ability to transport an item having the particular size, and/or (iii) ability to safely transport a high-value item, among others. Other examples are also possible. Further, the control system could determine in various whether or not a given type of UAV meets criteria for a transport task. For example, the control system could have stored thereon or otherwise have access to mapping data that maps each type of UAV respectively to specific criteria met by that type of UAV. Given this, the control system could use the mapping data as basis for determining which type of UAV meets determined criteria for a transport task. Other examples are also possible. In a more specific example, the control system may determine that a requested item to be transported is of a particular weight, and may then determine which type of UAV best meets a weight criterion for the transport task. In this example, the control system may determine, based on the first UAV being of the first type, that the first UAV is arranged to transport item(s) having a collective weight up to a first weight. Additionally, the control system may determine that the particular weight of the requested item is lesser than the first weight. Thus, based on the first UAV being of the first type, the control system may determine that the first UAV is arranged to transport the requested item that is of a particular weight lesser than the first weight. In another specific example, the control system may determine that a requested item to be transported is of a particular size, and may then determine which type of UAV best meets a size criterion for the transport task. In this example, the control system may determine, based on the first UAV being of the first type, that the first UAV is arranged to transport item(s) having a collective size up to a first size. Additionally, the control system may determine that the particular size of the requested item is lesser than the first size. Thus, based on the first UAV being of the first type, the control system may determine that the first UAV is arranged to transport the requested item that is of a particular size lesser than the first size. In yet another specific example, the control system may determine that a requested item to be transported is designated as a high-value item, and may then determine which type of UAV best meets an item-value criterion for the transport task. In this example, the control system may determine, based on the first UAV being of the first type, that the first UAV is arranged to transport high-value item(s). Thus, based on the first UAV being of the first type, the control system may determine that the first UAV is arranged to transport the requested item that is designated as a high-value item. Other examples are also possible. Furthermore, when determining whether a given type of UAV meets criteria for a transport task, the control system could assess these criteria in various ways. In particular, the control system could select a given type of UAV for the transport task if that type of UAV meets each criterion for the transport task. For example, the control system could select the first type of UAV if the first type of UAV meets the weight criterion, size criterion, and item-value criterion for the transport task. Alternatively, the control system could select a given type of UAV for the transport task if that type of UAV meets at least some of the criterion for the transport task. For example, the control system could select the first type of UAV if the first type of UAV meets at least the weight criterion and size criterion. Other examples are also possible. At block906, method900may involve, in response to determining that the first UAV meets the criteria for the transport task, causing, by the control system, the first UAV to perform the transport task corresponding to the received request. Once the control system determines that the first type of UAV meets the criteria for the transport task, the control system may responsively cause a first UAV of the first type to perform the transport task. In particular, the control system may cause the first UAV of the first type to pick up the requested item at the pickup location and to deliver the requested item at the delivery location. By way of example, referring again toFIGS.7A to7B, the control system may determine that UAV500of the first type meets a weight criterion, size criterion, and item-value criterion for a transport task associated with package704. As a result, the control system may responsively cause the UAV500to pick up the package704at the pickup location700A and to deliver the package704at the delivery location700B. Other examples are also possible. IX. USE OF SAME DOOR OF A UAV FOR BOTH LOADING AND RELEASE OF A PAYLOAD FIG.10is next a flowchart illustrating a method1000, which relates to use of the same door of a UAV for both loading and release of a payload, such as during pickup and delivery of the payload, respectively. The UAV at issue could be arranged to include just a single door that could be used for loading and release of a payload. Alternatively, UAV at issue could be arranged to include multiple doors and, in some situations, a single one of those doors could be used for both loading and release of a payload. At block1002, method1000may involve determining, by a control system, that an unmanned aerial vehicle (UAV) is at a pickup location for pickup of a payload, where the UAV includes a fuselage having a door and a chamber arranged to house the payload. At block1004, method1000may involve, in response to determining that the UAV is at the pickup location for pickup of the payload, causing, by the control system, an opening of the door to enable loading of the payload into the chamber. At block1006, method1000may involve determining, by the control system, that the UAV is at a delivery location for delivery of the payload. At block1008, method1000may involve, in response to determining that the UAV is at a delivery location for delivery of the payload, causing, by the control system, an opening of the door to enable release of the payload from the chamber. X. ADDITIONAL FEATURES A. Flip Maneuver In a further aspect, the disclosed UAV may be configured to carry out a “flip” maneuver. In particular, assuming that the UAV has a bottom door in line with the discussion above, the flip maneuver may involve the UAV turning upside down and landing with its top side substantially oriented towards the ground and its bottom side substantially oriented away from the ground, thereby causing the bottom door to be oriented substantially away from the ground. In practice, the flip maneuver could provide yet another approach for door-enabled delivery and pickup of payloads by a UAV. For instance, the flip maneuver may allow for use of the same door for both loading and release of a payload. In particular, if the UAV carries out the flip maneuver when the UAV is at a pickup location, this may enable loading of a payload into the chamber via the bottom door. So upon opening of the bottom door after the flip maneuver is carried out at the pickup location, a payload can be loaded into the chamber via the bottom door (e.g., by an individual). Then, once the UAV arrives at a delivery location, an opening of that same bottom door may enable release of the payload from the chamber. Generally, in such an implementation, the disclosed UAV may or may not have another door, such as a top door, in addition to the bottom door. In one case, the UAV may still have the above-mentioned top door, so as to provide more flexibility with regards to possible approaches for door-enabled pickup and delivery of payloads as discussed above. In another case, however, the UAV may not have the top door in these implementations, and may rely solely on the bottom door to enable pickup and delivery of payloads. Thus, in this case, the ability to perform the flip maneuver could allow for a UAV design that includes just one door if so desired based on a UAV design criteria. Other implementations are also possible. B. Authentication System In yet a further aspect, the disclosed UAV could be further equipped with an authentication system, which could be any type of authentication system. For example, the authentication system could be a biometric authentication system configured to authenticate user(s) based on physiological characteristics, such as fingerprint or face recognition, for instance. In another example, the authentication system could be a credential-based authentication system configured to authenticate user(s) based on credentials, such as a user name password code, for instance. Other examples are also possible. According to the present disclosure, the authentication system may be configured to authenticate user(s) for purposes of ensuring authorized payload pickup and/or delivery. Generally, such authentication may be carried out for any type of payload or may only be carried out for payloads that are designated as high-value items (e.g., medicine). In any case, given the authentication system, the UAV may open a door only in response to authenticating a user as an authorized user. For example, the UAV may open the top door during pickup of medicine for a patient, and may do so only in response to authenticating a user that has been designated as authorized to place medicine into the chamber. In another example, the UAV may open the bottom door for release of the medicine during delivery, and may do so only in response to authenticating a user that has been designated as having a prescription for the medicine. Other examples are also possible. XI. CONCLUSION While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims. | 109,610 |
11858634 | DETAILED DESCRIPTION Several embodiments of an improved aircraft store ejector system and individual components of the ejector system are disclosed herein. The embodiments disclosed are often are described in the context of an ejector system for use on the wing and/or fuselage of an aircraft. For the purpose of providing context to the present disclosure, it is noted that there are essentially two types of cold gas energized ejection systems currently in service. Type A Systems are ground recharged bottle systems wherein an onboard pressure vessel local to the ejectors is charged while the aircraft is on the ground either while the vessel is installed or when the vessel has been removed such that it may be recharged remote from the air vehicle. Variations in ambient temperature or system leakage will cause the pressure within the on-board vessel to vary, leading to potentially unacceptable and/or unsafe changes in the overall ejection system performance. Type B Systems are integral pressure intensifier systems wherein an onboard “multi-stage” pressure intensifier (which may be a compressor) is used to charge a bottle, which is local to the ejectors. The pressure intensifier charges the bottle from atmospheric pressure to operating pressure and then maintains optimal pressure across wide variations of system temperature etc. Whereas such systems offer relative freedom from ground servicing, the ejection system's need for clean dry gas requires that pressure intensifier-based systems of this type incorporate special filters, either disposable or self-regenerating, whose efficacy and ultimate life are a function of atmospheric air quality. Further, pressure intensifier performance and life are adversely affected by increases in aircraft operational altitude—e.g., the pressure intensifier must work “harder” to reach optimal ejector pressure when altitude increases and local atmospheric pressure decreases. Also, the actual quality of the delivered air is unknown unless a means of purity monitoring is incorporated, adding further to the complexity of such systems. Additionally, carriage and ejector release units for airborne stores generally use stored high pressure cold gas or pyrotechnic cartridge-generated hot gas to pressurize and effect the store separation sequence by first operating linkages to disengage the carriage hooks from the store suspension lugs and then aiding gravity by forcing vertically extending pistons to thrust the store away from the aircraft. Generally, the maneuvering of the aircraft and the resulting airflow conditions at store release combine to generate forces on the departing store which, unless counteracted, would produce an unsafe and/or unstable separation of the store. Both are undesirable, in that the former presents an aircraft collision hazard and the latter could result in a loss of accuracy or range if the released store is a weapon. A high total ejection force (and hence ejection velocity) provides one component of a solution for safe separation. However, airflow and maneuver forces generating excessive store pitch rotations need to be counteracted by opposing ejector forces acting differentially through the forward and rear ejector pistons. The term for this function is pitch control and it is generally achieved by adjusting the sizes of the orifices in the gas transfer paths leading to the two ejector positions such that the forward and aft forces can be varied in relation to one another. This adjustment typically takes place on the ground prior to the flight or mission using predictions of the actual flight and store separation conditions. Because the actual conditions may vary significantly from the predicted conditions, the pitch adjustment may often be less than optimal. Upon release of the store from the aircraft, it is often required that the high pressure gas within the ejector system (e.g., within ejector pistons and corresponding fluid paths) be vented out of the system to allow retraction of the ejector pistons. Many current systems address this problem by placing vents at or near the extended ends of the pistons themselves. When the pistons are extended, the vents are exposed and vent the remaining high pressure gas to atmosphere. This method can be disadvantageous in that it requires the entire internal volume of the pistons to be filled before extension begins and, thus, a larger volume of pressurized gas must be vented prior to retraction. Furthermore, in such systems, the use of a plurality of spring or other retraction mechanisms is required to retract the ejector pistons. These retraction mechanisms can add weight to the piston assemblies. Extra weight in the piston assemblies not only adds overall weight to the aircraft, but also creates additional stress upon the airframe where the ejector assemblies are attached. FIG.1illustrates an aircraft store ejector system10which can include a gas re-pressurization system1000. The system10preferably is provided on an associated aircraft and is controlled by a suitable control system to release a store of any type. The control system can include any suitable sensors, processors, actuators or other typical or desirable components in addition to those illustrated herein, as will be appreciated by those skilled in the art. The control system can be a dedicated system or can be integrated with other control systems of the aircraft. The ejector system10can be controlled by a pilot or other crew member aboard the aircraft or can be controlled from a location remote from the aircraft. The illustrated re-pressurization system1000includes a remote reservoir1002and a local reservoir1004. In some embodiments, the re-pressurization system includes a pressure intensifier1006located between the remote reservoir1002and the local reservoir1004. The ejector system10can further include a release valve1100configured to selectively introduce high pressure gas from the local reservoir1004to an ejection system1300, in some cases through an optional pitch control valve1200. The pitch control valve1200can be configured to distribute high pressure gas from the local reservoir1004to one or more ejector passages1198,1199. The pitch control valve1200can be configured to vary the distribution of high pressure gas between the one or more ejector passages1198,1199(e.g., one ejector passage can receive more or less high pressure gas than another ejector passage). The ejector passages1198,1199can be configured to allow high pressure gas to pass from the pitch control valve1200to the ejection system1300. The ejection system1300can include one or more ejector pistons1301,1302. Preferably, the one or more ejector pistons1301,1302are configured to extend upon introduction of high pressure gas into ejection system1300. Although each of the gas re-pressurization system1000, the release valve1100, the pitch control valve1200, and the ejection system1300are described herein in the context of their interrelationships, it should be noted that each of the systems/devices1000,1100,1200,1300can be combined with systems and devices other than those described herein. For example, the re-pressurization system1000can be used with store release systems that do not include a pitch control valve1200or with store release systems that include pitch control valves other than the valve1200disclosed herein. Similarly, the re-pressurization system1000and/or pitch control valve1200can be used with ejection systems other than the ejection system1300disclosed herein. In some embodiments, as explained above, the gas re-pressurization system1000includes a remote reservoir1002. Preferably, the remote reservoir1002has a larger volume than the local reservoir1004(which is discussed below). In some such embodiments, the remote reservoir1002can hold more than twice the volume of the local reservoir1003. In some arrangements, the remote reservoir1002can be configured to feed multiple local reservoirs1004, each of which supply pressurized gas to at least one associated ejection system1300. In such cases, the remote reservoir1002can be capable of holding a volume that is several multiples of a single local reservoir1004. Such an arrangement can permit recharging of the local reservoirs1004to allow multiple store ejections. It is presently contemplated that, at least in some embodiments, the remote reservoir1002will be used primarily to “top-off” the pressure of one or more local reservoirs1004, as opposed to completely refilling the local reservoirs1004. Therefore, in some embodiments, the volume of the remote reservoir1002will be less than the combined volume of the local reservoirs1004. As will be appreciated by those of skill in the art, a single aircraft may employ multiple ejector systems10, including multiple remote reservoirs1002and multiple local reservoirs1004. Such systems10can be controlled by a single control system or individual control systems and can be entirely independent or can share one or more components. In some embodiments, the remote reservoir1002is configured to output high pressure cold gas to a pressure intensifier1006. The pressure intensifier1006can be a compressor (e.g., a one-stage compressor), a pump, an air amplifier, any other suitable pressure-raising device, or any combination thereof. In some embodiments, it is desirable that a small, lightweight, single-stage pressure intensifier1006be used. Advantageously, the system1000arrangement permits “topping-off” of the local reservoir(s)1004using pressurized (i.e., above local atmospheric or ambient) gas from the remote reservoir1002. Because of the reduced pressure differential between the supply gas and the local reservoir1004, the pressure intensifier1006can be a light duty arrangement in comparison to systems utilizing ambient air as the supply gas. The re-pressurization system1000can include an intermediate pressure regulator1010which can regulate a pressure of the gas supplied to the local reservoir(s)1004from the remote reservoir1002. In some embodiments, the intermediate pressure regulator1010is located between the remote reservoir1002and the pressure intensifier1006. The regulator1010, pressure intensifier1006or the combination can be referred to as a pressure regulation arrangement. Referring toFIG.1, the re-pressurization system1000can be connected to a remote pressure source1032to permit charging of the system1000or components thereof (e.g., the local reservoir(s)1004) separately from the remote reservoir1002. The remote pressure source1032could be a compressor, a pump, an air amplifier, or any combination thereof. The remote pressure source1032can be connected to the pressure intensifier1006such that the pressure can be increased, if necessary or desired, from a pressure of the remote pressure source1032. In some embodiments, a remote pressure regulator1034can be located between the remote pressure source1032and the pressure intensifier1006to regulate or lower a pressure from a pressure of the remote pressure source1032if necessary or desired. A pressure indicator or gage1036can be provided to indicate system pressure at the location of the gage1036. In some embodiments, as explained above, the re-pressurization system1000includes a local reservoir1004, and can include multiple local reservoirs1004. The local reservoir1004can be configured to provide high pressure gas to the ejection system1300via the release valve1100and/or pitch control valve1200. In some embodiments, the remote reservoir1002is configured to provide high pressure gas to the local reservoir1004while, before, and/or after the local reservoir1004provides high pressure gas to the ejection system1300. In some embodiments, the re-pressurization system1000includes a relief valve1018. The relief valve1018can be used to compensate for overpressures in the local reservoir1004. For example, the relief valve1018can be configured to release gas from the local bottle1004if the pressure within the local bottle1004reaches a pre-determined maximum pressure level. In some embodiments, the relief valve1018can direct the released gas through a non-return valve1019to into ducting between the remote reservoir1004and the intermediate pressure regulator1010. In some embodiments, the relief valve1018is configured to direct the released gas to a vent1038. A pressure indicator or gage1012can be provided to indicate system pressure at the location of the gage1012(e.g., within the local reservoir1004). As illustrated, the re-pressurization system1000can include one or more additional valves and/or vents. For example, an isolating valve1022can be placed in the flow path between the remote reservoir1002and the local reservoir1004. The isolating valve1022can be manually actuated, electromechanically actuated, or actuated by any other appropriate device or method. The isolating valve1022can, for example, connect the remote reservoir1002and the local reservoir for fluid communication or disconnect the remote reservoir1002and the local reservoir from fluid communication. Thus, preferably, the isolating valve1022is configured to allow for refilling of the remote reservoir1002with pressurized gas. In some embodiments, the isolating valve1022is located in the flow path between the pressure intensifier1006and the local reservoir1004. In some embodiments, the re-pressurization system1000includes a vent valve1024. The vent valve1024can be located in the flow path between the remote reservoir1002and the local reservoir1004and can be actuated via manual input, electromechanical input, or any other appropriate device, method, or any combination thereof. The vent valve1024can be configured to, upon actuation, vent some or the entire pressure within the re-pressurization system1000or within some subsystem thereof. For example, the vent valve1024can be located between the isolating valve1022and the local reservoir1004. In some such embodiments, the vent valve1024can be used to vent the local reservoir1004, release valve1100, pitch control valve1200, and/or ejection system1300without venting the remote reservoir1002. A pressure transducer1016can be provided to detect the system pressure (e.g., the pressure of the local reservoir1004) for use by the system10or any other control system of the aircraft. Both the remote reservoir1002and the local reservoir1004can be initially ground charged with high pressure purified gas (e.g., air, nitrogen, another suitable gas, or any combination thereof) from a source external to the aircraft. The remote reservoir1002can be filled with pressurized gas via a charge port1007. A pressure indicator or gage1014can be provided to indicate system pressure at the location of the gage1014. In some arrangements, the local reservoir(s)1004can be charged at the same time by opening the isolating valve1022. The remote reservoir1002and/or local reservoir1004can be configured to be filled by a source within the aircraft (e.g., an onboard compressor or other pressurized gas source). In some embodiments, the remote reservoir1002and/or the local reservoir1004are separable from the re-pressurization system1000. In such embodiments, the remote reservoir1002and/or the local reservoir1004can be charged while disconnected from the system1000and/or while removed from the aircraft. In some embodiments, changes in altitude and/or temperature can lower the pressure within one or both of the remote reservoir1002and the local reservoir(s)1004. In such situations, the local reservoir(s)1004can be recharged via the remote reservoir1002. In some embodiments, the pressure intensifier1006can aid in the recharging of the local reservoir(s)1004. In some arrangements, the volume of the remote reservoir1002is selected to allow multiple (e.g., about 5-15) ejection cycles for the local reservoir1004before recharging is necessary. Furthermore, ground charging of the remote reservoir1002and the local reservoir1004can eliminate the need for onboard filtration or gas purity monitoring equipment. Furthermore, because the gas pressure in the remote reservoir1002is above atmospheric pressure, a light-duty (e.g., a single stage) pressure intensifier1006can be used. Reducing the mechanical complexity of the pressure intensifier1006can improve the durability of such a device when compared to a multi-stage pressure intensifier (e.g., a multi-stage compressor) fed by atmospheric pressure. As explained above, a release valve1100can be used to selectively release high pressure gas from the local reservoir1004to the ejection system1300. The release valve1100can be of any suitable type or construction. As illustrated inFIGS.4A-4E, the illustrated release valve1100includes a housing body that can include an upper piston housing1240, a lower piston housing1241, a valve body or valve piston1110, a vent valve1120, a main valve1130, and/or a firing valve1136. In some embodiments, the valve piston1110can be a servo piston. As illustrated, the valve piston1110can include one or more axial and/or radial sections having cross-sectional shapes configured to accomplish one or more specific functions. For example, the valve piston1110can include a top portion1140having a generally cylindrical shape, an axial centerline, an axial length, and an outer surface. The outer surface of the top portion1140can be constant along the axial length of the first portion. In some embodiments, the top portion1140can include flared, stepped, and/or tapered sections along its axial length to block or allow flow, as necessary or desired. In some embodiments, the valve piston1110includes a cap portion1114connected to the top (e.g., toward the top ofFIG.4A) of the top portion1140. The cap portion1114can have a generally cylindrical shape, an axial centerline, an outer surface, and an axial length. In some embodiments, the cap portion1114is coaxial with the top portion1140. In some such embodiments, a cross-sectional dimension of the outer surface of the cap portion1114is greater than a cross-sectional dimension of the outer surface of the top portion1140. The valve piston1110can include an intermediate portion1150. The intermediate portion1150can have a generally cylindrical shape, an axial centerline, an axial length, and an outer surface. In some embodiments, the intermediate portion1150is connected to and/or coaxial with the top portion1140. In some embodiments, the intermediate portion1150can have flared, stepped, and/or tapered sections along its axial length to block or allow flow, as necessary or desired. For example, the intermediate portion1150can include an expanded portion1119. The cross-sectional dimension of the outer surface of the expanded portion1119can be larger than the cross-sectional dimension of the outer surface of the intermediate portion1150and, in some embodiments, the expanded portion1119can have an outer surface that substantially or entirely fills an interior portion of the lower piston housing1241in the vicinity of the expanded portion1119. In some embodiments, the valve piston1110includes a bottom portion1160. The bottom portion1160can extend from the intermediate portion1150in a direction opposite the top portion1140. The bottom portion1160can have a generally cylindrical shape, and axial centerline, an axial length, and an outer surface. In some embodiments, the bottom portion1160can extend through a port1242in the lower piston housing1241. Although the portions of the valve piston1110have been described as having generally cylindrical shapes, it is anticipated that other suitable shapes may be utilized for one or more of the portions of the valve piston1110. For example, one or more portions of the valve piston1110could have generally oval-shaped outer cross-sectional shapes, rectangular outer cross-sectional shapes, or any other suitably-shaped outer cross-sections. Furthermore, unless indicated otherwise, the terms “cylinder” or “cylindrical” are used herein in accordance with their ordinary meaning, which have a broad definition and encompass a closed loop of any cross-sectional shape that is extruded along an axis to define a length. A cylinder can be solid or hollow in cross-section. In some embodiments, the vent valve1120can be formed through the use of a floating poppet1123. The floating poppet1123can have an inner surface, an outer surface, a central axis, and an axial length. The outer surface of the floating poppet1123can be configured fit snuggly within an inner surface of the upper piston housing1240. In some embodiments, the floating poppet1123can be configured to slidably engage with the inner wall of an intermediate section1124(described below) of the upper piston housing1240. Preferably, a cross-sectional dimension of the inner surface of the floating poppet1123is larger than a cross-sectional dimension of the outer surface of the top portion1140of the valve piston1110so that a passage is defined therebetween to permit fluid flow. In some such embodiments, the floating poppet1123is coaxial with the top portion1140of the valve piston1110and is positioned between the cap portion1114and intermediate portion1150of the valve piston1110. The cap portion1114can be configured to have an outer cross-sectional dimension that is larger than the inner cross-sectional dimension of the floating poppet1123so that the floating poppet1123can be moved in one direction (e.g., downward inFIGS.4A-4E) by the valve piston1110. In some embodiments, the floating poppet1123can be normally biased in the upward direction (e.g., toward the top ofFIGS.4A-4E) by any suitable arrangement, such as system pressure or a biasing member (e.g., a spring). Preferably, upward movement of the floating poppet1123is limited by a protrusion1244, such as a shoulder or other stop surface, near the top of the upper piston housing1240. The vent valve1120can be configured to transition to an open configuration when there is clearance between the upper surface of the floating poppet1123and the lower surface of the cap portion1114. In such configurations, gas and/or other fluids can pass through the passage between the inner surface of the floating poppet1123and the outer surface of the top portion1140of the valve piston1110and through the space between the upper surface of the floating poppet and the lower surface of the cap portion1114, as illustrated inFIG.4B. The upper piston housing1240can include one or more vent ports1121that can allow gas to vent out from the interior of the upper piston housing1240when the vent valve1120is in the opened configuration. Advantageously, such an arrangement provides a simple means for venting the system pressure in a non-firing position or mode. As illustrated, the main valve1130can be formed through the use of a valve body or main valve poppet1132. The main valve poppet1132can have a generally annular shape, an axial centerline, an inner surface, and an outer surface. In some embodiments, the outer surface of the main valve poppet1132includes one or more tapered, flared, and/or stepped portions. The main valve poppet1132can be configured such that the inner surface of the main valve poppet1132is sized to fit snugly around at least a portion of the intermediate portion1150of the valve piston1110. As illustrated inFIG.4A, the main valve poppet1132can be tapered such that a cross-sectional dimension of the outer surface of the main valve poppet1132is smaller at the top of the main valve poppet1132than at the bottom of the main valve poppet1132. In some such configurations, the lower piston housing1241can have a reduced inner portion that defines a valve seat1131generally near the top of the lower piston housing1241. The valve seat1131of the lower piston housing1241can be configured to be greater than the upper outer cross-sectional dimension of the main valve poppet1132and smaller than the lower outer cross-sectional dimension of the main valve poppet1132. In some such configurations, the main valve poppet1132can form a substantially fluid-tight seal with the valve seat1131of the lower piston housing1241. The fluid-tight seal can be released when the main valve poppet1132is moved downward and away from the reduced cross-section area1131of the lower piston housing1241. Release of the fluid-tight seal results in an opening of the main valve1130, thereby permitting fluid communication between sections of the release valve1100above the main valve1130and sections of the release valve1100below the main valve1130. In some embodiments, the space within the release valve1100can be characterized into one or more sections. A vent section1122is defined by the space within the release valve1100above (e.g., toward the top ofFIGS.4A-4E) the vent valve1120. An intermediate section1124is defined as the space between the main valve1130and the vent valve1120. The intermediate section1124can be in continuous fluid communication with the ejector passages1198,1199throughout the stroke of the valve piston1110via one or more ejector passage openings1192,1193. A main valve section1128is defined as the space between the main valve1130and the expanded portion1119of the valve piston1110. In some embodiments, the main valve section1128is in communication with the local reservoir1004. In some such embodiments, the main valve section1128can be maintained at the same or a similar pressure as the local reservoir1004via a valve window1005. The space between the expanded portion1119and the firing valve1136is defined as the firing section or space1126. In some embodiments, a resilient member1180can be housed within the firing space1126. The resilient member1180can be a compression spring or other resilient object configured to apply an upward force on the lower side of the expanded portion1119. According to some embodiments, the release valve1100can begin an ejection cycle in a ready to fire configuration, as illustrated inFIG.4A. In such a configuration, the firing valve1136is in a closed position. In some embodiments, the firing valve1136is closed by a valve body or plug1134. Furthermore, the intermediate section1124is isolated from the main valve section1128by the main valve1130and/or the main valve poppet1132when the release valve1100is in the ready to fire configuration. In some embodiments, the main valve section1128is in fluid communication with the firing space1126via a throttled port1152. The throttled port1152can be positioned within the expanded portion1119of the valve piston1110. Fluid communication between the firing space1126and the main valve section1128can allow for a buildup of high pressure (“PH” as noted in the figures) gas within the firing space1126when the local reservoir1004is charged with high pressure gas. The throttled port1152preferably regulates (e.g., increases) the amount of time required for the equalization of pressure between the main valve section1128and the firing section1126such that unequal pressures can be implemented to cause or assist movement of the valve piston1110. When the vent valve1120is in the open configuration, as illustrated inFIG.4A, the ejector passages1198,1199, the intermediate section1124of the release valve1100, and the upper portion of the release valve1100are in communication with ambient via the vent ports1121. This keeps the ejector passages1198,1199, the intermediate section1124of the release valve1100, and the upper portion of the release valve1100at ambient pressure (“PA” as noted in the figures) while the vent valve1120is in the open configuration. Any intentional or incidental leakage of high pressure gas from the main valve section1128through the main valve1130into the intermediate space1124can be vented to atmosphere when the vent valve1120is in the open configuration, thereby preventing inadvertent pressurization of the ejector passages1198,1199and/or ejection system1300. In some embodiments, pressurization of the firing space1126with high pressure gas can help maintain the release valve1100in the ready to fire configuration. For example, in some embodiments, the cross-sectional dimension of the outer surface of the bottom portion1160of the valve piston1110is smaller than the cross-sectional dimension of the outer surface of the intermediate portion1150. In such an embodiment, the projection of the upper surface of the expanded portion1119onto a plane perpendicular to the axial centerline of the expanded portion1119is smaller than the projection of the lower surface of the expanded portion1119onto the same plane. As a result, in situations where the pressure above and below the expanded portion1119is equal, a greater axial pressure force would be exerted upon the lower side of the expanded portion1119than on the upper side of the expanded portion1119due to the increased area upon which the axial pressure force would be acting. Such an imbalance of force would result in upward movement of the expanded portion1119and, in embodiments where the expanded portion1119is fixedly attached to the valve piston1110, the valve piston1110. In some embodiments, the imbalance of force described above is augmented by spring force provided to the underside of the expanded portion1119by the resilient member1180. In some embodiments, upward movement of the expanded portion1119and/or the valve piston1110can be limited by contact between the expanded portion1119and the main valve poppet1132when the main valve1130is in the closed configuration. In some embodiments, upward movement of the valve piston1110could be additionally or alternatively limited by contact between the upper surface of the cap portion1114and the lower surface of the top of the upper piston housing1240. In some embodiments, upward movement of the valve piston1110can be limited by contact between the expanded portion1119and the main valve poppet1132such that the cap portion1114is inhibited from contacting the lower surface of the top of the upper piston housing1240, as illustrated inFIG.4A. Referring toFIG.4C, the ejection cycle can be initiated by actuating or moving the plug1134to open the firing valve1136. The plug1134can be actuated by any suitable arrangement. For example, the firing valve1136can be a solenoid or solenoid-type valve. Upon opening of the firing valve1136, the high pressure gas within the firing space1126can evacuate through the firing valve1136. Preferably, the firing valve1136is configured to allow gas to escape to ambient at a rate higher than the rate at which the throttled port1152allows gas to travel from the main valve section1128to the firing space1126. Accordingly, the pressure within the firing space1126is lowered to at or near ambient pressure (or to a relative pressure low enough to cause or permit movement of the valve piston1110). Because the main valve section1128is maintained at or near (e.g., just below) the pressure of the local reservoir1004, an imbalance of the axial forces on the top and bottom of the expanded portion1119is created. Because the pressure within the local reservoir1004is higher than the pressure within the firing space1126, the axial forces on the expanded portion1119will cause the valve piston1110to move downward. That is, when the pressure in the local reservoir1004is high enough to create a downward force upon the expanded portion1119greater than upward force created by the ambient (or other) pressure and spring force beneath the expanded portion1119, the valve piston1110will move downward. Downward motion of the valve piston1110causes the cap portion1114to contact the floating poppet1123. Contact between the cap portion1114and the floating poppet1123closes the vent valve1120, as illustrated inFIG.4C. Further movement of the valve piston1110in the downward direction can cause a portion (e.g., the bottom portion1160) of the valve piston1110to actuate a mechanism which releases store securing features holding the store to the aircraft. The store securing features can include sway braces configured to stabilize the store. In some embodiments, the store securing features are hooks holding the store to the aircraft. In some embodiments, the valve piston1110includes a feature that engages the main valve poppet1132. In the illustrated arrangement, the feature is a shoulder1116. In some embodiments, the shoulder1116is annular and can be broken into a plurality of radial projections from the valve piston1110. The shoulder1116can be positioned at the border between the top portion1140and intermediate portion1150of the valve piston1110. Downward movement of the valve piston1110can bring the shoulder1116into contact with the main valve poppet1132, as illustrated inFIG.4D. Thus, the valve piston1110and main valve poppet1132create a lost motion mechanism. The distance between the shoulder1116and the main valve poppet1132provides a delay in actuation of the main valve poppet1132and, as described below, the release of pressurized gas to the ejection system1300to ensure that the store securing features have been released. Referring toFIG.4E, further movement of the valve piston1110in the downward direction can cause the main valve poppet1132to move away from the valve seat1131of the lower piston housing1241. The downward movement of the valve piston1110can be limited by a stop surface, which can be defined by the end of an axial extension1118from the bottom of the expanded portion1119. For example, the axial extension1118can be configured to come into contact with a shoulder or other surface feature of the lower cap housing1241when the valve piston1110has moved in an opening direction (e.g., downward inFIGS.4A-4E) a pre-determined distance, as illustrated inFIG.4E. Disengagement of the main valve poppet1132from the reduced cross-section area1131opens the main valve1130and creates fluid communication between the valve window1005and the intermediate section1124. Such fluid communication allows high pressure gas from the local reservoir1004to enter the ejector passages1198,1199. Entry of high pressure gas into the ejector passages1198,1199can actuate the ejection system1300. Actuation of the ejection system1300can cause the ejector pistons1301,1302to extend and eject the store from the aircraft. Upon closure of the firing valve1136, the pressure of the gas in the firing space1126is raised via migration of high pressure gas from the main valve section1128to the firing space1126through the throttled port1152. As the pressure in the firing space1126is raised, the axial pressure force upon the underside of the expanded portion1119is raised. The valve piston1110can be configured to move upward when the axial force on the bottom of the expanded portion1119caused by the resilient member1180and the axial pressure overcomes the axial pressure force exerted downward upon the top of the expanded portion1119. Additionally, the high pressure within the intermediate section1124can create an upward axial force upon the bottom of the floating poppet1123. The upward force upon the bottom of the floating poppet1123can provide an additional force tending to cause the valve piston1110to move in the upward direction. In some embodiments, the valve piston1110is configured to move in the upward direction until the expanded portion1119comes into contact with the main valve poppet1132and the main valve poppet1132comes into contact with the reduced inner cross-section area1131. Such movement can result in disengagement of the cap portion1114from the floating poppet1123, opening the vent valve1120. As explained above, opening of the vent valve1120can vent the ejector passages1198,1199and the ejection system1300. Venting of the ejection system1300can cause the ejector pistons1301,1302to return to a retracted configuration, as described below. In some embodiments, as discussed above, the aircraft store ejector system10can include a pitch control valve1200that apportions the flow of pressurized gas between multiple flow passages, such as the ejector passages1198,1199. Referring toFIG.5A, the pitch control valve1200can include a rotational valve body, such as a carousel1210. The carousel1210can include an annular occluding portion1218. In some embodiments, the occluding portion1218is an annular obstruction wall, preferably which is variable in height along at least a portion of or its entire periphery or circumference. In some embodiments, an end surface (e.g., the bottom surface1214) of the occluding portion1218can have a ramped configuration, such that a maximum height of the occluding portion1218is located approximately 180° from the minimum height of the occluding portion1218. As illustrated inFIGS.4A-4E, a portion of the carousel1210can be positioned between the valve window1005and the ejector passages1198,1199. Preferably, the occluding portion1218of the carousel1210obstructs the flow of high pressure gas from the valve window1005to the ejector passages1198,1199when the main valve1130is opened. When oriented as shown inFIG.4A, the occluding portion1218is obstructing ejector passage1198to the same extent that it is occluding ejector passage1199. The carousel can include a groove1216(FIG.5A) configured to receive a seal member (not shown) to create a substantial seal with the housing that supports the carousel1210. In some embodiments, the carousel1210′ can be oriented such that an end surface of the occluding member1218′ that defines the variable height is the upper surface, as illustrated inFIG.5B. In such embodiments, the release valve flow1194can enter the carousel1210′ from beneath the carousel1210′. The release valve flow1194can then be redirected toward the occluding member1218′ and on to the ejector passages1198,1199, as indicated by arrows1196,1197. In other respects, the structure, operation and function of the carousel1210′ can be the same as or similar to the carousel1210ofFIG.5A. In some cases, the entire end surface is planar (e.g.,FIG.5B) and in other cases, only a portion of the end surface is planar (e.g.,FIG.5A). Although the illustrated arrangements include an end surface configuration having a single planar portion, in some embodiments, the occluding portion1218can have multiple ramped surfaces falling within multiple planes, continuous smooth contours, or any other appropriate profile for selectively and/or differentially occluding the ejector passages1198,1199upon changes in rotational position of the carousel. In addition, surfaces other than an end surface can define the variable nature of the occluding portion. For example, one or more slots in a side wall of the carousel1210,1210′ could include a surface that defines the variable nature of the occluding portion. In any case, it is preferred that the obstruction portions of the carousel1210,1210′ at any particular point in time are diametrically opposed from one another. With such an arrangement, the obstruction portions are located along a diametrical axis, or line passing through the rotational axis, of the carousel1210,1210′. Accordingly, forces applied to the carousel1210,1210′ by the pressurized ejection gas does not apply a moment to the carousel1210,1210′ and, therefore, does not tend to rotate the carousel1210,1210′. Thus, the motor or other positioning mechanism for the carousel1210,1210′ does not need to resist forces applied by the pressurized ejection gas. In addition, such an arrangement permits excellent positional accuracy of the carousel1210,1210′ throughout the store ejection process. The pitch control valve1200preferably is configured such that the carousel1210can be rotated to adjust the degree to which the occluding portion1218blocks each of the ejector passages1198and1199. Accordingly, the pitch control valve1200can include a rotational input feature, which is driven by a drive or drive unit. In some embodiments, the rotational input feature is a gear, such as a ring gear or set of annular gear teeth1212. The annular gear teeth1212can be configured to engage with teeth1236on a driving gear1234driven by a drive or drive unit, such as a motor1230. In some embodiments, the motor1230can be used to rotate the carousel1210. The motor1230can be an electric motor (e.g., a stepper motor). Rotation of the carousel1210can enable the occluding portion1218to occlude one ejector passage1198to a greater extent than another ejector passage1199, and vice versa. Varying the occlusion between one ejector passage1198and another ejector passage1199can cause one ejector piston to extend at a different rate than another ejector piston. Varying extension rates between the ejector pistons1301,1302can cause an aircraft store to be ejected from the aircraft at a predetermined pitch with respect to the aircraft. For example, increasing the occlusion of a forward ejector passage with respect to a rear ejector passage can cause the forward ejector piston to extend at a higher rate and/or acceleration than the rear ejector piston. In such a situation, the store would be ejected from airframe with a downward pitch (e.g., the front of the store would be further from the aircraft than the rear of the store). By rotating the carousel1210, many different occlusion distributions between the ejector passages1198,1199can be achieved and thus many different pitch configurations can be achieved for ejecting the store. In some embodiments, the pitch control valve1200is controlled by signals from the aircraft sensor and/or weapon control systems to select, in-flight and at any time up to immediately prior to release of the store, the optimized pitch settings to accurately and safely compensate for perturbations caused by aircraft maneuver during the store separation. In some embodiments, the pitch control valve1200can be controlled by a pilot or other person while the aircraft is on the ground or in flight via a control interface in the cockpit or elsewhere. The motor1230can include one or more input ports1232to facilitate powering of and/or control of the pitch control valve1200. In some embodiments, the pitch control valve1200and/or motor1230can be wirelessly controlled. In some embodiments, pressurized gas that passes through pitch control valve1200is directed to one or more ejector pistons1301,1302via one or more ejector passages1198,1199.FIG.6Aillustrates an embodiment of an ejector piston1301. The discussion of ejector piston1301and the features described therein can equally apply to the ejector piston1302and/or any other ejector piston described in the present disclosure. The ejector piston1301can be housed within an ejector piston housing1304. The ejector piston1301can generally comprise one or more piston stages. In some embodiments, the one or more piston stages can be connected to each other telescopically. In some embodiments, the ejector piston1301includes a ram member or ram1330. The ram1330can be connected to the bottom (e.g., furthest from the airframe—the bottom ofFIG.6A) of the inner-most ejector stage to contact the store. In some embodiments, the ejector piston1301includes an outer piston stage1360. The outer piston stage1360can have a generally cylindrical shape, an axial centerline, an inner surface, an outer surface, and an axial length. In some embodiments, the outer piston stage1360includes an outward projection1361. The outward projection1361can be an annular collar at or near the top (e.g., furthest from the ram1330—the top ofFIG.6A) of the outer piston stage1360. In some embodiments, an annular groove can be cut into the outside (e.g., the side furthest from the axial centerline of the outer piston stage1360) of the outward projection1361between an upper end and a sealing portion. One advantage of taking a cut out of the outward projection1361can be a reduction in the weight of the ejector piston1301. Another advantage can be a reduction of contact area (and thereby friction) between the outside surface of the outward projection1361and the inside surface of the ejector piston housing1304. The outward projection1361and/or outer piston stage1360can include a groove with a sealing member1350-a. The sealing member1350-acan be an O-ring or other appropriate sealing structure or method. The sealing member1350-acan provide at least a substantial seal between the outward projection1361and the ejector piston housing1304. In some embodiments, the ejector piston housing1304includes a sealing member1350-e. In some embodiments, the sealing member1350-eis located within an annular groove in an inwardly-projecting (e.g., toward the axial centerline of the outer piston stage) annular collar1308. In some embodiments, the sealing member1350-eand/or annular collar1308are located near the bottom of the ejector piston housing1304. The sealing member1350-ecan be an O-ring or other appropriate sealing member or method and can be configured to provide a substantial annular seal between the ejector piston housing1304and the outer piston stage1360. In some embodiments, the inwardly-projecting annular collar1308and the outward projection1361can have approximately the same radial thickness. In some embodiments, the ejector piston1301includes one or more intermediate piston stages. As illustrated inFIG.6A, the ejector piston1301can include an intermediate piston stage1340having a generally cylindrical shape, an axial centerline, an inner surface, an outer surface, and an axial length. The intermediate piston stage1340can have an axial length greater than or less than the axial length of the outer piston stage1360. In some embodiments, the intermediate piston stage1340can have the same or approximately the same axial length as the outer piston stage1360. In some embodiments, the outer cross-sectional dimension of the outer surface of the intermediate piston stage1340is smaller than the inner cross-sectional dimension of the outer surface of the outer piston stage1360. The intermediate piston stage1340can have an outwardly-projecting feature1341. In some embodiments, the outwardly-projecting feature1341is an outwardly-projecting annular collar. The outwardly-projecting feature1341can be located at or near the top of the intermediate piston stage1340. The intermediate piston stage1340can include a sealing member1350-b. In some embodiments, the sealing member1350-bis an O-ring or some other appropriate sealing member or method. The sealing member1350-bcan be configured to provide a substantial annular seal between the intermediate piston stage1340and the outer piston stage1360. The sealing member1350-bcan be located in a groove on the outward (e.g., away from the axial centerline of the intermediate piston stage1340) face of the outwardly-projecting feature1341. In some embodiments, the outer piston stage1360can include an inward collar1368. The inward collar1368can include a sealing member. In some embodiments, the sealing member is an O-ring or some other suitable sealing feature or method. The sealing member on the inward collar1368can be configured to create a substantial annular seal between the intermediate piston stage1340and the outer piston stage1360. However, in the illustrated arrangement, the inward collar1368does not include a sealing member because a seal between the outer piston stage1360and the intermediate piston stage1360is not necessary because, preferably, a mechanical retraction member is provided between the outer piston stage1360and intermediate piston stage1360and gas pressure is not relied on for retraction. Retraction of the pistons1301,1302is discussed further below. In some embodiments, the inward collar1368and the outwardly-projecting feature1341have approximately the same radial thickness. In some embodiments, the ejector piston1301includes an inner piston stage1310. The inner piston stage1310can have substantially cylindrical shape, an axial centerline, an inner surface, an outer surface, and an axial length. In some embodiments, the cross-sectional dimension of the outer surface of the inner piston stage1310is smaller than the cross-sectional dimension of the inner surface of the adjacent intermediate piston stages (e.g., intermediate piston stage1340). Furthermore, in some embodiments, the axial length of the inner piston stage1310is greater than or less than the axial length of the outer piston stage1360. In some embodiments, the inner piston stage1310has substantially the same axial length as one or more of the intermediate piston stages and/or the outer piston stage1360. As illustrated inFIG.6A, the inner piston stage1310can include an outer collar1311. The outer collar1311can be located at or near the top of the inner piston stage1310. In some embodiments, the inner piston stage1310includes a sealing member1350-c. The sealing member1350-ccan be an O-ring or some other suitable sealing feature or method. In some embodiments, the sealing member1350-ccan be configured to engage with a groove in the outer surface of the outer collar1311. The sealing member1350-ccan be configured to create a substantial annular seal between the inner piston stage1310and the intermediate piston stage1340. In some embodiments, the intermediate piston stage1340can include an inward feature1348. The inward feature1348can include a sealing member1350-d. In some embodiments, the sealing member1350-dis an O-ring or some other suitable sealing feature or method. The sealing member1350-don the inward feature1348can be configured to create a substantial annular seal between the intermediate piston stage1340and the inner piston stage1310. In some embodiments, the inward feature1348and the outer collar1311can have substantially the same radial thickness. In some embodiments, the inner piston stage1310is configured to engage with the ram1330. The ram1330can have axial centerline, an inner surface, an outer surface, and/or an axial length. In some embodiments, the ram1330can be configured to attach to the bottom of the inner piston stage1310via welding, adhesives, friction fitting, threaded engagement, or any other method or combination of methods of adhering. In some embodiments, the ram1330includes an axial projection1336. The axial projection1336can have an outer surface. In some embodiments, the axial projection1336has an inner surface. The axial projection1336can include an outer (e.g., furthest from the axial centerline of the axial projection) surface configured to engage with the inner surface of the inner piston stage1310. In some embodiments, axial projection1336engages with the inner piston stage1310at or near the bottom of the inner piston stage1310. In some embodiments, an attachment member or arrangement1338can be provided between the outer surface of the axial projection1336and the inner surface of the inner piston stage1310. In some such embodiments, the attachment member or arrangement1338can be configured to couple the axial projection1336and the inner piston stage1310via friction fit, adhesives, welding, threaded engagement, or any other suitable method or combinations of methods of adhering. In some embodiments, the inner piston stage1310includes an inward projection1318. The inward projection1318can be an inwardly-projected annular collar. The inner surface of the inward projection1318can be configured to adhere to the attachment member1338and/or to the axial projection1336. In some embodiments, the ejector piston housing1304includes a housing cap1380. The housing cap1380can be configured to connect to the top of the ejector piston housing1304via adhesives, welding, friction fit, threaded engagement, any suitable type of fastener, or any other suitable connection method or combination of methods. In some embodiments, the housing cap1380is configured to connect to the wing, fuselage, or other portion of an aircraft, either directly or through an appropriate intermediate mounting structure. The housing cap1380can have a seal portion1385. The seal portion1385can have an outer surface and can be configured to engage with the top (top ofFIGS.6A-6E) end of the ejector piston housing1304. Engagement between the seal portion1385and the top end of the ejector piston housing1304can create a seal or inhibit fluid communication between the interior of the ejector piston housing1304and the ambient surroundings of the ejector piston housing1304. The seal portion1385of the housing cap1380can have a lower surface1388generally parallel to and facing one or more top surfaces1314,1344, and1364of the piston stages1310,1340, and1360, respectively. In some embodiments, the housing cap1380includes a downward projection1386. The downward projection1380can have a generally cylindrical shape, an axial centerline, an inner surface, an outer surface, and/or an axial length. In some embodiments, the downward projection1380is configured to fit within the top of the inner piston stage1310. In some such embodiments, the cross-sectional dimension of the outer surface of the downward projection1380is smaller than the cross-sectional dimension of the inner surface of at least a portion of the inner piston stage1310. In some embodiments, the inner piston stage1310includes a dividing wall or transverse portion1332. The transverse portion1332can have a thickness in an axial direction suitable to accommodate internal system pressures. For example, the transverse portion1332can have an axial thickness of equal to or over more than about 2% of the axial length of the inner piston stage1310and/or less than or equal to about 20% of the axial length of the inner piston stage1310. In some embodiments, the transverse portion1332has an axial length of equal to over approximately 4% of the axial length of the inner piston stage1310. Many variations are possible. The transverse portion1332can be located at any point along the axial length of the inner piston stage1310that creates a desirable volume above the transverse portion1332. In some embodiments, the transverse portion1332can be located approximately 30% of the axial length of the inner piston stage1310away from the top1314of the inner piston stage1310. In some embodiments, the transverse portion1332can be located more than 30% (e.g., 40%, 50% or 60%) of the axial length of the inner piston stage1310away from the top1314of the inner piston stage1310. In some embodiments, the transverse portion1332can be located less than 30% (e.g., 10%, 15%, 20% or 25%) of the axial length of the inner piston stage1310away from the top1314of the inner piston stage1310. Many variations are possible. As illustrated inFIGS.6A-6E, the outer piston stage1360can include a piston entrance1372, such as an opening or port (FIG.6B). The piston entrance1372can be located at or near the interface between the ejector passage1199and the ejector piston housing1304. In some embodiments, the outer piston stage1360includes an occluding projection1365. The occluding projection1365can be configured to constrict or occlude passage of high pressure gas through the piston entrance1372into the piston housing1340or space above the piston stages1310,1340,1360. Constricting or otherwise impeding the flow of high pressure gas into the piston housing1340can reduce the rate at which each of the piston stages1310,1340,1360transitions and/or accelerates from a retracted position (e.g., held within the housing1304, as illustrated inFIG.6A) to an extended position (e.g., fully extended from the housing1304, as illustrated inFIG.6E). Furthermore, impeding the flow of high pressure gas into the ejector piston housing1304can reduce rate of pressure loading on the housing cap1380and/or on the ejector piston housing1304. In some embodiments, the occluding effect of the occluding projection1365is reduced as the outer piston stage1360moves downwardly and preferably is eliminated when the top surfaces1314,1344,1364of the piston stages1310,1340,1360pass the lower edge of the ejector passage1199, as illustrated inFIG.6C, such that the rate of acceleration of the piston stages1310,1340,1360toward the expanded position increases. Flow of high pressure gas from the ejector passage1199can be further occluded by reducing the distance D1(FIG.6B) between the upper surfaces1314,1344,1364of the piston stages1310,1340,1360and the lower surface1388of the housing cap1380. Variations in the distance D1can affect the rate at which high pressure gas is able to reach the downward projection1386, the transverse portion1332, and/or the full annuli of the upper surfaces1314,1344,1364. In some embodiments, variation in the distance D1can affect the rate at which each of the piston stages1310,1340,1360transition from the retracted position to the extended position. In some embodiments, limiting the rate at which high pressure air reaches the upper surfaces1314,1344,1364of the piston stages1310,1340,1360and the lower surface of the1388of the housing cap1380can lower the initial acceleration of the piston stages1310,1340,1360toward the extended position. In some such embodiments, lowering the initial acceleration of the piston stages1310,1340,1360can help reduce impact on the housing cap1380and/or the airframe as the piston stages1310,1340,1360extend. As the piston stages1310,1340,1360move from the retracted position toward the extended position, the distance D1is increased. Decreasing the radial distance D2(FIG.6B) between the outer surface of the downward projection1386and the inner surface of the inner piston stage1310can further occlude or constrict the flow of high pressure gas from the ejector passage1199to the upper surface1335of the transverse portion1332and to the lower surface1387of the downward projection1386. Occluding, constricting, or otherwise delaying flow through the radial space between the downward projection1386and the inner piston stage1310can delay the pressurization of the space between the lower surface1387of the downward projection1386and the upper surface1335of the transverse portion1332. Such a delay can reduce the acceleration of the inner piston stage1310toward the extended position. Furthermore, such a delay can reduce the rate at which the upward force upon the lower surface1387of the downward projection1386is increased upon introduction of high pressure gas to the ejector passage1199from the pitch control valve1200. In some embodiments, increasing the distance D3between the lower surface1387of the downward projection1386and the upper surface1335of the transverse portion1332can increase the time required pressurize the space between the two surfaces. Such an increase in the time required for pressurization can reduce the acceleration of the inner piston stage1310toward the extended position. Furthermore, such an increase can reduce the rate at which the upward force upon the lower surface1387of the downward projection1386is increased upon introduction of high pressure gas to the ejector passage1199from the pitch control valve1200. Conversely, reducing the distance D3can increase the acceleration of the inner piston stage1310toward the extended position and/or can increase the rate at which the upward force upon the lower surface1387of the downward projection is increased upon introduction of high pressure gas to the ejector passage1199from the pitch control valve1200. In preferred embodiments, the transverse wall1332is located at a spaced located from a lower end of the inner piston stage1310such that the filling time of the interior chamber of the inner piston stage1310is less than prior art arrangements in which the interior chamber extends the entire length or substantially the entire length of the piston. In some embodiments, the axial length L of the downward projection1386can affect the rate of acceleration of the inner piston stage1310toward the extended position. As described above, the radial distance D2between the outer surface of the downward projection1386and the inner surface of the inner piston stage1310can impede the passage of high pressure gas from the ejector passage1199to the space between the upper surface1335of the transverse portion1332and the lower surface1387of the downward projection1386. The occlusive effect of the radial distance D2can be substantially reduced and/or eliminated when the top surface1314of the inner piston stage1310passes the lower surface1387of the downward projection1380, as illustrated inFIG.6D. In some embodiments, increases in the axial length L of the downward projection1386increase the time required for the top surface1314of the inner piston stage1310to pass the lower surface1387of the downward projection1380. In some such embodiments, the time required for the inner piston stage1310to transition from the retracted position to the extended position is increased. In some embodiments, decreases in the axial length L of the downward projection1386can decrease the time required for the inner piston stage1310to transition from the retracted position to the extended position. As illustrated and described, variations in the axial length L of the downward projection1386, the distance D1, the radial distance D2, and the distance D3can each have an effect on the pressure profiles (e.g., the pressure magnitude as a function of time) exerted upon the surfaces of the piston1301over the course of a single piston stroke. Similarly, changes in the above dimensions can each have an effect on the pressure profiles exerted upon the housing cap1380. Thus, the specific loadings, accelerations, etc. experienced by the ejection system1300during the extension and/or retraction processes can be customized to fit desired performance parameters (e.g., rate of extension, acceleration, etc.) by modifying the dimensions L, D1, D2, and/or D3, among other parameters. In some embodiments, the outer piston stage1360includes an outer bleed passage1366(FIG.6B). The outer bleed passage1366can be configured to provide fluid communication between the ejector passage1199and an outer piston chamber1362. The outer piston chamber1362can be an annular chamber, semiannular chamber, or other-shaped chamber. In some embodiments, the outer piston chamber1362is defined by the outer wall of the outer piston stage1360, the inner wall of the ejector piston housing1304, a lower surface1367of the outward projection1361, and an upper surface1303of the inwardly-projecting annular collar1308. Furthermore, in some embodiments, the inner piston stage includes an inner bleed passage1316. The inner bleed passage1316can be configured to provide fluid communication between the ejector passage1100and an inner piston chamber1312. The inner piston chamber1312can be an annular chamber, semiannular chamber, or other-shaped chamber. The inner piston chamber1312can be defined by outer surface of the inner piston stage1310, the inner surface of the intermediate piston stage1340, a lower surface1317of the outer collar1311, and an upper surface1343of the inward feature1348. The outer piston chamber1362and inner piston chamber1312are provided with pressurized gas via the respective bleed passages1366,1316during extension of the pistons1301,1302and ejection of the store. The bleed passages1366,1316are sized to limit the mass and therefore pressure of the gas introduced to the chambers1362,1312. As the ejector piston1301transitions from the retracted position to the extended position, the distance between the lower surface1367and the upper surface1303is decreased. Decreasing the distance between the lower surface1367and the upper surface1303decreases the volume of the outer piston chamber1362, which can compress the gas within the outer piston chamber1362that is introduced into the outer piston chamber1362through the outer bleed passage1366. In some such embodiments, the compressed gas within the outer piston chamber1362can behave as a gas spring at the end of the extension of the outer piston stage3160to inhibit or prevent direct contact between the outward projection1361and the annular collar1308. Similarly, transition of the ejector piston1301to the extended position also decreases the distance between the lower surface1317and the upper surface1343. Such a decrease in distance decreases the volume of the inner piston chamber1312, thus compressing the gas in the inner piston chamber1312. Preferably, the compressed gas within the inner piston chamber1312behaves as a gas spring at the end of the extension of the inner piston stage3110to inhibit or prevent direct contact between the outer collar1311and the inward feature1348. Upon venting of the ejector passage1199via the vent valve1120, the compressed gas within the outer piston chamber1362and inner piston chamber1312can force the outer piston stage1360and inner piston stage1310, respectively, to retract into the piston housing1304. In some embodiments, an intermediate piston chamber1342is defined by the outer wall of the intermediate piston stage1340, the inner wall of the outer piston stage1360, a lower surface1347of the outwardly-projecting feature1341, and an upper surface1363of the inward collar1368. In some embodiments, a bleed passage can connect the intermediate piston chamber1342to the ejector passage1199in a manner to that described above with respect to bleed passages1316and1366. However, in some cases, providing a bleed passage to the intermediate piston chamber1342can prove difficult in practice. Therefore, in certain variants, one or more of the piston chambers1312,1342,1362includes a resilient member to provide for retraction. For example, in the illustrated arrangement, the intermediate piston chamber1342houses a resilient retraction member1382. In some embodiments, the resilient retraction member1382can be a compression spring. The resilient retraction member1382can serve some or all of the same functions explained above for the compressed gas within the inner piston chamber1312and the outer piston chamber1362. For example, as the intermediate piston stage1340transitions to the extended position, the distance between the lower surface1347and the upper surface1363decreases. As this distance decreases, the resilient retraction member1382is compressed. The compressed resilient retraction member1382can serve as a shock absorber at the end of the extension of the intermediate piston stage1340. In addition, the compressed resilient retraction member1382provides a force that moves or tends to move the intermediate piston stage1340to the retracted position when the high pressure gas within the ejector passage1199is vented via the vent valve1120. Thus, in the illustrated arrangement, the retraction arrangements of the piston chambers alternate between gas spring and a non-gas spring, such as compression spring, for example. Preferably, the outermost piston chamber (e.g., chamber1362) is a gas spring and the chambers alternate moving inwardly. The innermost piston chamber (e.g.,1312) can also be a gas spring regardless of where it falls within the alternating pattern because it is typically practical to provide a bleed passage to the innermost piston chamber. In certain variants, each of the piston chambers1312,1342,1362could include a non-gas resilient retraction member. In other variants, none of the piston chambers1312,1342,1362include a non-gas resilient retraction member. In operation, the system10can be used to cause ejection of a store from an associated aircraft. Preferably, the remote reservoir1002and local reservoir(s)1004are charged to a desirable pressure level on the ground or otherwise prior to the point in time in which it is desired to eject the store. If necessary or desirable, the local reservoir(s)1004can be “topped-off” or increased in pressure via the pressure intensifier1006using pressurized gas from the remote reservoir1002. The pitch control valve1200can be adjusted if necessary or desired to adjust the ejection force applied to the front and rear of the store. Once a command to release the store is issued, pressurized gas from the remote reservoir1004is supplied to the associated ejection system1300by opening of the release valve1100. Furthermore, the pistons1301and1302are extended in response to the pressurized gas and apply an ejection force to the store. Once the store is released, the release valve1100is closed, which permits the pistons1301and1302to retract. If desired, the local reservoir(s)1004can be recharged with pressurized gas from the remote reservoir1002. This process can be repeated, if desired. For example, the remote reservoir1002can be configured to provide multiple recharging cycles (e.g., at least 2 or 3-10 cycles, or more). In some embodiments of an aircraft store ejector system20, as illustrated inFIG.7, the remote reservoir1002is connected to the local reservoir1004without the use of an intermediate pressure intensifier. In some such embodiments, the local reservoir1004can be re-pressurized directly from the remote reservoir1002via the pressure reducer1010. In such arrangements, the other features can be as described above. In some embodiments, an aircraft store ejector system30can include a re-pressurization system3000having an adjustable-volume remote reservoir3002. The adjustable remote reservoir3002can include a pressure control member3003. The pressure control member3003can be configured to modify the pressure within the adjustable remote reservoir3002. In some embodiments, the pressure control member3003modifies the pressure within the adjustable remote reservoir3002by adjusting the volume of the adjustable remote reservoir. In some embodiments, the pressure control member3003is located partially within the adjustable remote reservoir3002. In some embodiments, the entire pressure control member3003is located within the adjustable remote reservoir3002. In some embodiments, the pressure control member3003is located outside the remote reservoir3002. As illustrated inFIG.8, the adjustable remote reservoir3002can include a actuating arrangement or member3005. The actuating member3005can be configured to actuate the pressure control member3003. For example, in some embodiments, the pressure control member3003is a plunger housed within the adjustable remote reservoir3002. In some such embodiments, the actuating member3005could be a rod configured to move the plunger within the adjustable remote reservoir. The actuating arrangement could also be hydraulic fluid that is dedicated to the store ejection system30or that is used for other purposes on the aircraft. In other embodiments, the pressure control member can be any structure capable of adjusting the effective volume of the remote reservoir3002, such as a collapsing diaphragm, for example. In some embodiments, the activation of the actuating member3005can be controlled by pressure control software. For example, the pressure control software can be configured to command the actuating member3005to increase and/or decrease the volume of the adjustable remote reservoir3002to bring the gas within the adjustable remote reservoir3002to a pre-determined pressure level. In some embodiments, the adjustable remote reservoir3002can be configured to receive a charge of pressurized gas via a charge port3007. In some embodiments, the adjustable remote reservoir3002is configured to be charged while the aircraft in which it is installed is on the ground or while the aircraft is in the air. A pressure indicator or gage3014can be provided to indicate system pressure at the location of the gage3014. The adjustable remote reservoir3002can connect to a local reservoir3004via an intermediate pressure reducer3010and/or an intermediate pressure intensifier3006. The pressure reducer3010and pressure intensifier3006can be configured to function similarly or the same as the pressure reduce1010and pressure intensifier1006, respectively, described above. Similarly, the re-pressurization system3000can connect to a release valve3100, pitch control valve3200, and/or an ejection system3300. The release valve3100, pitch control valve3200, and ejection system3300can operate similarly or the same as and/or have the same components as the release valve1100, pitch control valve1200, and ejection system1300described above, respectively. Furthermore, the re-pressurization system3000can be used with release valves, pitch control valves, and/or ejection systems other than those described herein. FIG.9illustrates an aircraft store ejector system40which shares many of the same or similar components and subsystems included in system10described above. As illustrated, some of the components and subsystems of the ejector system40share reference numbers with the components and subsystems of ejector system10. In some cases, like numbers in the ejector system40indicate components and subsystems which are similar to or suitably constructed compared to those components and subsystems disclosed and described above with respect to ejector system10. The system40can include a control valve1400. The control valve1400can comprise, for example, a ported cylinder valve. The control valve1400can be positioned in the fluid path between the release valve1100and the pitch control valve1200. In some embodiments, the release valve1100is positioned in the fluid path between the pitch control valve1200and the ejection system1300. The control valve1400can be configured to selectively occlude the fluid paths from the release valve1100to the pitch control valve1200. For example, the control valve1400can be configured to transition between an open position, in which fluid communication (e.g., a fluid interface) between the release valve1100and the pitch control valve1200is provided, and a closed position in which the control valve1400closes the fluid pathway between the release valve1100and the pitch control valve1200. The degree to which the control valve1400obscures the fluid pathway (e.g., reduces the area of interface between the interior of the upper piston housing1240and the one or more of the ejector passages1198,1199) in which it is positioned can be controlled on a continuum between fully opened and fully closed. In some embodiments, the control valve1400is configured to obscure each of the ejector passages1198,1199to the same degree as the control valve1400is transitioned between the open position and the closed position. In some embodiments, the control valve1400is configured such that the degree to which each of the ejector passages1198,1199is obscured as the control valve1400transitions between the open position and the closed position varies between the ejector passages1198,1199. In some such embodiments, the control valve1400can perform the same or a similar function as that of the pitch control valve1200. The control valve1400can be controlled by signals from the aircraft sensors and/or weapon control systems to select, in-flight and at any time up to immediately prior to release of the store, the optimized degree to which the fluid from the release valve to the pitch control valve1200or ejector passages1198,1199should be occluded to achieve optimum or controlled ejection trajectory and ejection force (e.g., based upon store properties and/or flight conditions). In some embodiments, the control valve1400can be controlled by a pilot or other person while the aircraft is on the ground or in flight via a control interface in the cockpit or elsewhere. In some embodiments, the control valve1400is wirelessly controlled. According to some variants, the control valve1400is controlled by a rotating force means (e.g., manual input, a motor, or a thermostatic element1420). As illustrated inFIG.9, the control valve1400can be operably coupled (e.g., mechanically coupled and/or electrically coupled) with the thermostatic element1420. Motion of the thermostatic element1420can be temperature-induced. In some embodiments, motion of the thermostatic element1420in response to changes in temperature can vary the degree of occlusion provided by the control valve1400. In some such embodiments, such a change in occlusion can compensate for changes in stored energy and flow behavior of the fluid in response to changes in temperature. Such compensation can effect a tailored and/or constant velocity of ejection and/or reaction force level in the ejection system1300. The control valve1400can be used in conjunction with any of the systems10,20,30described above. As illustrated inFIG.10, the upper piston housing1240can serve as the control valve1400. For example, the upper piston housing1240can serve as a ported cylinder valve. Rotation of the upper piston housing1240can affect the degree to which the ejector passage openings1192,1193are occluded. Rotation of the upper piston housing1240affects the degree to which the openings1192,1193are aligned with the ejector passages1198,1199.FIG.10illustrates a configuration wherein the upper piston housing1240(e.g., the control valve1400) is in the fully-occluded or closed position.FIG.4Eillustrates the upper piston housing1240in the open position. The control valve1400(e.g., the ported cylinder valve created by the upper piston housing1240) can be used in combination with or instead of the pitch control valve1200. For example, rotation of the upper piston housing1240can occlude the openings1192,1193to varying degrees with respect to each other such that the fluid flow path between the valve window1005and the ejector passage1198is occluded to different degree from that of the fluid flow path between the window1005and the ejector passage1199. In some embodiments, the degree to which the opening1192is occluded or opened as the upper piston housing1240rotates is that same as the degree to which the opening1193is occluded or opened as the upper piston housing1240rotates. Although this invention has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. In particular, while the present aircraft store ejector system, components and methods have been described in the context of particularly preferred embodiments, the skilled artisan will appreciate, in view of the present disclosure, that certain advantages, features and aspects of the system may be realized in a variety of other applications, many of which have been noted above. Additionally, it is contemplated that various aspects and features of the invention described can be practiced separately, combined together, or substituted for one another, and that a variety of combination and subcombinations of the features and aspects can be made and still fall within the scope of the invention. For example, the ejection system1300can be used in combination with one or more of the re-pressurization systems1000,2000, and/or3000or with an alternative re-pressurization system not disclosed in the present disclosure. Thus, it is intended that the scope of the present invention herein disclosed should not be limited by the particular disclosed embodiments described above, but should be determined only by a fair reading of the claims. | 79,157 |
11858635 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following embodiments of the present invention are herein described in detail with reference to the accompanying drawings. These drawings show specific examples of the embodiments of the present invention. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. It is to be acknowledged that these embodiments are exemplary implementations and are not to be construed as limiting the scope of the present invention in any way. Further modifications to the disclosed embodiments, as well as other embodiments, are also included within the scope of the appended claims. These embodiments are provided so that this disclosure is thorough and complete, and fully conveys the inventive concept to those skilled in the art. Regarding the drawings, the relative proportions and ratios of elements in the drawings may be exaggerated or diminished in size for the sake of clarity and convenience. Such arbitrary proportions are only illustrative and not limiting in any way. The same reference numbers are used in the drawings and description to refer to the same or like parts. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It is to be acknowledged that, although the terms ‘first’, ‘second’, ‘third’, and so on, may be used herein to describe various elements, these elements should not be limited by these terms. These terms are used only for the purpose of distinguishing one component from another component. Thus, a first element discussed herein could be termed a second element without altering the description of the present disclosure. As used herein, the term “or” includes any and all combinations of one or more of the associated listed items. It will be acknowledged that when an element or layer is referred to as being “on,” “connected to” or “coupled to” another element or layer, it can be directly on, connected or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly connected to” or “directly coupled to” another element or layer, there are no intervening elements or layers present. In addition, unless explicitly described to the contrary, the words “comprise” and “include”, and variations such as “comprises”, “comprising”, “includes”, or “including”, will be acknowledged to imply the inclusion of stated elements but not the exclusion of any other elements. The automatic spraying unmanned aerial vehicle (UAV) system based on dynamic adjustment of early warning range will be illustrated in the following paragraphs. Please refer toFIG.1, which is a system block diagram of an automatic spraying unmanned aerial vehicle (UAV) system based on dynamic adjustment of early warning range, according to the present invention. As shown inFIG.1, the automatic spraying unmanned aerial vehicle (UAV) system includes an unmanned aerial vehicle10and a path server20, the unmanned aerial vehicle10includes a UAV transmission module12, a flight control module14, an image analysis module15, a range calculation module16, and a spraying control module17. The path server includes a server transmission module21and a path generation module23. The unmanned aerial vehicle10is an unmanned aerial vehicle used to spray pesticides or water on a large area of agricultural land. The unmanned aerial vehicle10is interconnected with the path server20through wireless transmission manner; for example, the wireless transmission manner can be Wi-Fi, or mobile communication network (such as 3G, 4G, or The unmanned aerial vehicle10obtains position information through a global position system in every period, and the period can be, for example, every 5 seconds, every 30 seconds or every minute. The UAV transmission module12transmits the position information. Please refer toFIG.2, which is a schematic view showing an operation area of an automatic spraying operation, according to the present invention. The unmanned aerial vehicle10receives an operation starting position41and an operation ending position42from an external electronic device (not shown in figures) through a wireless transmission manner. The external electronic device can be, for example, a general computer, a notebook computer or a smartphone. The unmanned aerial vehicle10provides the operation starting position41and the operation ending position42to other device. The path server20receives the position information from the unmanned aerial vehicle and receives the operation starting position41and the operation ending position42from the unmanned aerial vehicle10. The path server20queries an operation area40based on the position information and divides the operation area40into multiple operation sub-areas401, and the path server20then generates an operation path51based on the operation starting position41, the operation ending position42and the operation sub-areas401. Please refer toFIG.3, which shows a schematic view of the operation path51.FIG.3is a schematic view showing the operation path of the automatic spraying operation, according to the present invention. The path server20provides the operation path51to the unmanned aerial vehicle10; alternatively, the unmanned aerial vehicle10can receive the operation path51through an external electronic device (not shown in figures). The flight control module14controls the unmanned aerial vehicle10to perform the automatic spraying operation with the spraying range based on a flight altitude, a flight speed and the operation path. For example, the spraying range, the flight altitude and the flight speed can be pre-stored in the unmanned aerial vehicle10, or provided by the external electronic device, or provided by the path server20. The image analysis module15can obtain an environment video during the automatic spraying operation, and analyze a forward direction and a forward speed of a staff appearing in the environment video. In an embodiment, the image analysis module15captures two successive environment images, in which the staff appears, from the environment video, and analyzes the forward direction of the staff based on positions of the staff in the two environment images, and calculates a displacement between the positions of the staff in the two environment images, and calculate the forward speed of the staff by dividing the displacement by a capture time difference between the two environment images. It should be noted that the unmanned aerial vehicle10can calculate the relative speed between the forward speed and the flight speed based on the flight altitude, environment information and droplet dispersion information; the droplet dispersion information can be pre-stored in the unmanned aerial vehicle10, or provided by the path server20, or provided by the external electronic device. The droplet dispersion information includes parameters of a spraying head used in the unmanned aerial vehicle10or additive in the spraying liquid; the spraying head can be, for example, air-assisted sprays or an electrostatic nozzle; the additive can be, for example, polymerized ethylene oxide, polyacrylamide or polysaccharide. The spraying range61can be calculated by the evaluation software “DRIFTSIM” developed by Architectural Technology Research Unit (ATRU) and U.S. Ohio State University; for example, the wind direction, the wind speed, the temperature and relative humidity in the environment information, and the droplet size and droplet speed in the droplet dispersion information, and the flight altitude can be inputted into the evaluation software “DRIFTSIM” to calculate the spraying range61corresponding to the above-mentioned conditions. When determining that the forward direction is intersected with the spraying range, the range calculation module16calculates the relative speed between the forward speed and the flight speed, calculates a preset distance based on the relative speed and an early-warning time, and calculates an early-warning range62by extending outwardly from the spraying range by a preset distance; that is, the range calculation module16can calculate a component of a flight speed in the forward direction, subtract the flight speed by the component and use an absolute value of the subtraction result as the relative speed, multiply the relative speed by the early-warning time to obtain the preset distance, and calculate the early-warning range62by extending outwardly from the spraying range by the preset distance. It should be noted that the early-warning range62covers the spraying range61. Please refer toFIGS.4A and4B, which are schematic views of the spraying range and the early-warning range of the automatic spraying operation, according to the present invention. As shown inFIGS.4A and4B, the range calculation module16determines that the forward direction72of the staff71is intersected with the spraying range61, and the forward speed73of the staff71shown inFIG.4Ais greater than the forward speed73of the staff71shown inFIG.4B. InFIGS.4A and4B, the range calculation module16calculates the component of the flight speed in the forward direction as zero, subtracts the flight speed by the component and uses the absolute value of the subtraction result as the relative speed; as a result, the calculated relative speed inFIG.4Ais greater than the calculated relative speed inFIG.4B. Next, the range calculation module16multiplies the relative speed by the early-warning time (the early-warning time inFIGS.4A and4Bare the same), so as to calculate an preset distance; the calculated preset distance inFIG.4Ais greater than the calculated preset distance inFIG.4B, so the early-warning range62calculated by extending outwardly from the spraying range61by the preset distance inFIG.4Ais greater than the early-warning range62calculated by extending outwardly from the spraying range61by the preset distance inFIG.4B. Therefore, the early-warning range62can be dynamically adjusted in response to the change in the forward speed73of the staff71. When determining that a first staff711appears within the early-warning range62in the environment video, the spraying control module17controls the unmanned aerial vehicle to pause the automatic spraying operation and records a first flight path521where the unmanned aerial vehicle10pauses the automatic spraying operation. Please refer toFIG.5, which shows a schematic view of the first flight path521.FIG.5is a schematic view showing the flight path of the automatic spraying operation, according to the present invention. When determining that a second staff712appears within the early-warning range62in the environment video, the spraying control module17controls the unmanned aerial vehicle10to pause the automatic spraying operation and records a second flight path522where the unmanned aerial vehicle10pauses the automatic spraying operation. Please refer toFIG.5, which shows a schematic view of the second flight path522. It should be noted that, when the spraying control module17controls the unmanned aerial vehicle10to pause the automatic spraying operation, the unmanned aerial vehicle10broadcasts a warning voice message and a warning sound to prompt the automatic spraying operation, so as to prompt the first staff711or the second staff712to leave the spraying range of the automatic spraying operation as soon as possible. As shown inFIG.5, the early-warning range62where the unmanned aerial vehicle pauses the automatic spraying operation, the initial positions of the first staff711and the second staff712are drawn with solid lines; the early-warning range62where the unmanned aerial vehicle resumes the automatic spraying operation, the positions of the first staff711and the second staff712after moving are drawn with dashed lines, an arrow between the first staff711drawn by solid line and the first staff711drawn by dashed line is the forward direction of the first staff711, and an arrow between the second staff712drawn by solid line and the second staff712drawn by dashed line is the forward direction of the second staff712. It is obvious that the dynamically-adjustment of the early-warning range62can differentiate the ranges of the first marked area402and the second marked area403, where the automatic spraying operation is paused, such as dot areas shown inFIG.6.FIG.6is schematic view showing marked operation sub-areas of the automatic spraying operation, according to the present invention. Each of the first marked area402and the second marked area403is also called as a marked range. When determining that the first staff711or the second staff712does not appear in the early-warning range62in the environment video obtained by the image analysis module15, the spraying control module17controls the unmanned aerial vehicle10to resume the automatic spraying operation and stops recording the first flight path521or the second flight path522. When the spraying control module17controls the unmanned aerial vehicle10to resume the automatic spraying operation, the unmanned aerial vehicle10broadcasts a warning voice message and warning sound to the prompt automatic spraying operation and also prompt the first staff711or the second staff712, who has left the operation range already, that the automatic spraying operation will be resumed. When the unmanned aerial vehicle10completes the automatic spraying operation based on the operation path51and the spraying control module17records the first flight path521and/or the second flight path522, the UAV transmission module12transmits the recorded first flight path521and/or second flight path522to the path server20, and the server transmission module21receives the recorded first flight path521and/or second flight path522from the UAV transmission module12. When the server transmission module21receives the recorded first flight path521and second flight path522from the UAV transmission module12, a first marked area402and a second marked area403drawn as dot areas inFIG.6are generated based on the first flight path521, the second flight path522and the early-warning range62. Next, the path generation module23generates a second operation path53based on the position information, the first marked area402and the second marked area403, as shown inFIG.7, which shows a schematic view of the second operation path of the automatic spraying operation, according to the present invention. The server transmission module21transmits the second operation path53to the unmanned aerial vehicle10. When the UAV transmission module12receive the second operation path53from the server transmission module21, the flight control module14controls the unmanned aerial vehicle10to perform the automatic spraying operation again based on the flight altitude and the second operation path. It should be noted that the unmanned aerial vehicle10only performs the automatic spraying operation in the first marked area402and the second marked area403, and when the unmanned aerial vehicle10approaches a prompt distance away from the first marked area402or the second marked area403along the second operation path, the unmanned aerial vehicle10broadcasts a warning voice message and warning sound to prompt the automatic spraying operation, thereby prompting that the unmanned aerial vehicle10is about to perform the automatic spraying operation. When the range calculation module16does not calculate the early-warning range62and an unexpected staff appears in the environment video and adjacent to the spraying range61, the spraying control module17pauses the automatic spraying operation and records the flight path where the unmanned aerial vehicle10pauses the automatic spraying operation; when the unexpected staff appearing in the environment video leaves the spraying range61, the spraying control module17resumes the automatic spraying operation and stops recording the flight path of the unmanned aerial vehicle10after the unexpected staff appearing in the environment video is away from the spraying range61for the preset period. The image analysis module15analyzes the spraying range61in the environment video to generate an offset direction and an offset distance, and the flight control module14generates a control command based on the offset distance to control the unmanned aerial vehicle10to move the offset distance in a direction opposite to the offset direction, thereby adjusting a position of the spraying range61. The operation of the method of the present invention will be illustrated in the following paragraphs. Please refer toFIGS.4A and4B, which are flowcharts of an automatic spraying unmanned aerial vehicle method based on dynamic adjustment of early warning range, according to the present invention. As shown inFIGS.4A and4B, the automatic spraying unmanned aerial vehicle method includes the following steps. In a step701, an unmanned aerial vehicle receives an operation path. In a step702, the unmanned aerial vehicle is controlled to perform an automatic spraying operation with a spraying range based on a flight altitude, a flight speed and an operation path. In a step703, the unmanned aerial vehicle obtains an environment video during the automatic spraying operation, and analyzes a forward direction and a forward speed of a staff in the environment video. In a step704, when the unmanned aerial vehicle determines that the forward direction is intersected with the spraying range, the unmanned aerial vehicle calculates a relative speed between the forward speed and the flight speed, calculates a preset distance based on the relative speed and an early-warning time, and calculates an early-warning range by extending outwardly from the spraying range by a preset distance. In a step705, when the unmanned aerial vehicle determines that a staff appears within an early-warning range in the environment video, the unmanned aerial vehicle pauses the automatic spraying operation and records the flight path where the unmanned aerial vehicle pauses the automatic spraying operation. In a step706, when the unmanned aerial vehicle determines that no staff appears within the early-warning range in the environment video, the unmanned aerial vehicle resumes the automatic spraying operation and stops recording the flight path of the unmanned aerial vehicle. In a step707, the unmanned aerial vehicle transmits the recorded flight path of the unmanned aerial vehicle to a path server. In a step708, the path server generates a second operation path based on position information and the flight path of the unmanned aerial vehicle, and at least one marked range generated with reference to the early-warning range. In a step709, the path server transmits the second operation path to the unmanned aerial vehicle. In a step710, the unmanned aerial vehicle is controlled to perform the automatic spraying operation again based on the flight altitude, the flight speed, and the second operation path. According to the above-mentioned contents, the difference between the present invention and the conventional technology is that the unmanned aerial vehicle of the automatic spraying UAV system of the present invention analyzes the forward direction and the forward speed of the staff appearing in the environment video, calculates the preset distance, and generates the early-warning range by extending outwardly the spraying range by the preset distance; when determining the staff appears within the early-warning range in the environment video, the unmanned aerial vehicle pauses the automatic spraying operation. Therefore, the technical solution of the present invention is able to solve the conventional technology problem that the conventional unmanned aerial vehicle may cause safety concerns because the conventional unmanned aerial vehicle only performs the automatic spraying operation along the preset path and is unable to intelligently control the automatic spraying operation when an unexpected staff appears in the operation area, thereby achieving the technical effect of improving safety of the staff in an operation area by dynamically adjusting the early-warning range of the automatic spraying operation of the unmanned aerial vehicle. The present invention disclosed herein has been described by means of specific embodiments. However, numerous modifications, variations and enhancements can be made thereto by those skilled in the art without departing from the spirit and scope of the disclosure set forth in the claims. | 20,711 |
11858636 | DETAILED DESCRIPTION With reference to the drawing figures,FIG.1illustrates a rescue basket known in the prior art (Life Support International, Product RES-0499-00). The rescue basket10is made of a sturdy, lightweight framework of 304 stainless steel welded together to form a substantially rectangular cage-like structure. The rescue basket10is also provided with an attachment means (bail assembly) for a helicopter winch cable or the like, and buoyancy floats. The tubular elements and cross bars in the rescue basket10shown inFIG.1define a solid structural frame that is enclosed along all four sides and the bottom. The rescue basket10has a generally rectangular, horizontal top rail12extending longitudinally around the upper perimeter of the basket, defining the opening into the basket cavity. Below top rail12, basket10has corresponding generally rectangular, horizontal side rails14,16, and18extending longitudinally around the entire perimeter of the basket10, further enclosing the four sides of the basket cage and further defining the basket cavity. Further enclosing the four sides of the basket cage, bottom runners20,22and24extend vertically up each end, and extend horizontally along the length of the bottom of basket10. Further enclosing the four sides of the basket cage, transverse runners30,32and34extend vertically up the sides of basket10and across the width of the bottom, attaching to top rail12. Basket10also has several transverse support bars40-45extending across the bottom runners20,22and24, providing additional structure to the bottom of the basket. A net liner50covers the bottom of basket10. The basket10also includes two cylindrical floats52and54positioned at each end of basket10, the floats held in place by metal rods53and55attached to the frame and boring through the center of each float. The basket10features a bail assembly with a pair of handles56and58and a ring60for a cable and hoist attachment. Rescue basket10has a basket cavity large enough to accommodate a single person (e.g. 44.5″ L×25″ W×20″ H) with a working load limit of 600 pounds. Rescue basket10also defines a structural frame that is solidly enclosed on all four sides. FIG.2illustrates a rescue basket100according to an embodiment of the present invention. Rescue basket100has a substantially rectangular cage structure that includes two ends, two sides, a bottom, and an open top defining a basket cavity. According to this embodiment, basket100has generally rectangular peripheral edge side rails102and104extending vertically up the perimeter of a first end106of the basket100, continuing horizontally along the top perimeter of the basket100, extending vertically down the perimeter of a second end108of the basket100, and then continuing horizontally along the bottom perimeter of the basket100, back to the first end106. At second end108of basket100, end rails110,112and114extend horizontally, spanning between side rails102,104. A middle side rail116extends vertically up each side and horizontally across the bottom of basket100. The vertical portion of middle side rail116extends generally perpendicular to the horizontal top and bottom perimeter portions of each of side rails102,104and the horizontal portion of middle side rail116extends along the bottom of the basket, spanning between side rails102,104. The middle side rail116generally bisects each of the side rails102,104. Bottom runners120,122and124extend longitudinally along the length of the bottom of basket100, and then continue to extend vertically up the second end108of basket100. A plurality of transverse support bars140-145extends across the width of the bottom of basket100, spanning between side rails102,104. On the sides, basket100has diagonal support tubes130,132,134and136, along with vertical support tubes131,133,135and137. Diagonal support tubes130,132extend vertically and diagonally up from the bottom perimeter of side rail104to the top perimeter of side rail104. Each of diagonal support tubes130,132is further supported by a vertical support tube131,133respectively, extending vertically between the bottom perimeter of side rail104and diagonal support tubes130,132. Similarly, diagonal support tubes134,136extend vertically and diagonally up from the bottom perimeter of side rail102to the top perimeter of side rail102, and each is supported by a vertical support tube135,137respectively. The inside angle formed by the diagonal support tube (e.g.132) and the bottom perimeter portion of the side rail (e.g.104) can be about 35 to 60 degrees, or about 40 to 50 degrees, or about 45 degrees. The inside angle formed by diagonal support tube (e.g.132) and its corresponding vertical support tube (e.g.133) can be about 35 to 60 degrees, or about 40 to 50 degrees, or about 45 degrees. This diagonal and vertical support tube arrangement on the sides of the present rescue basket reduces the weight of the basket while providing at least as much or more structural integrity and load bearing capacity than the single-person baskets known in the art. This allows the dimensions of the present basket frame to be increased to sufficiently accommodate two full-sized individuals, while keeping the total weight of the basket low enough to be easily maneuvered by the rescuers, maintain the desired buoyancy in the water and not exceed the hoisting capacity of the helicopter. Each of the various structural components of the present rescue basket frame, such as the side rails, end rails, bottom runners, support bars and support tubes, can be constructed as a single continuous element, or can be constructed of two or more elements attached together by conventional means, such as clamped, bolted or welded together. Furthermore, the various structural components of the frame can be attached to other structural components by conventional means, such as clamped, bolted or welded together. While the structure of the second end108of basket100is closed off by end rails110,112,114and the vertically extending bottom runners120,122,124, the first end106of basket100remains open. According to various embodiments, the first end106is at least partially “closed off” by a door mechanism. In an embodiment, illustrated inFIG.3andFIG.4, the door mechanism150includes a crossbar152spanning across the open first end106, from side rail102to side rail104. At each end of crossbar152is a latch, such as a hook164,166. The door mechanism150also includes bushings, such as ball bushings (e.g., NB TW10UU ⅝ inch self-aligning ball bushings, NB SW10⅝ inch ball bushings; VXB Ball Bearings) at each end of crossbar152that allow crossbar152to easily slide up and down side rails102,104. In an embodiment, the bushings are inside of a housing160and162. In one embodiment, hooks164,166are connected to crossbar152so that both hooks can be moved at the same time. In an embodiment, hooks164,166are connected by connectors168and169to each end of crossbar152. In various embodiments, connectors168,169are connecting rods, bolts or the like. To close the door mechanism, crossbar152slides on side rails102,104to a position near the top of the basket100, and then rotates so that hooks164,166hook onto posts154and156on side rails102,104, to hold and latch or lock the crossbar152in position across the first end106of the basket. According to an embodiment, one or more springs (e.g. torsion springs) bias the hooks164,166toward a locking position over posts154,156. According to various embodiments, other types of latches or latching mechanisms can be used to latch or lock the crossbar in position, such as magnets, friction clamps, or ratchets. According to an embodiment, the components of the door mechanism, such as the bushings, springs and housing are removable for ease of maintenance and replacement. According to an embodiment, the rescue basket includes a latching mechanism that prevents the door from unintentionally releasing, or without human interaction, when in the raised or closed positioned. According to various embodiments, the door mechanism can include a crossbar as disclosed and illustrated, but in some embodiments, the door mechanism can include a flat panel, a mesh panel, a chain, or the like as another means to at least partially close the open end106of the basket, and each of these is included under the definition of “crossbar” used herein. In an embodiment, the basket includes a mesh netting material attached to the bottom of the frame at the open first end106, such as to transverse crossbar140, and attached to the crossbar152. When the crossbar is raised to the “closed” position, the mesh netting material is extended and/or stretched to cover the open first end106. According to various embodiments shown inFIG.4, the rescue basket includes a bail assembly170for attachment to a hoist. Bail assembly170includes one or more bail arms172and174, and an attachment ring176for attachment to a cable and hoist. The structural elements of the basket frame can be made of any suitable lightweight material, such as plastic, carbon fiber, aluminum, titanium, magnesium or stainless steel. In an exemplary embodiment, the frame utilizes 304 stainless steel because it is able to withstand the harsh environment of marine search and rescue missions in terms of corrosion and strength. The rescue basket can include frame members and cross bars made of a combination of different materials, such as stainless steel and aluminum. In an embodiment, the basket frame has frame members and cross bars made of 304 stainless steel while all or portions of the door mechanism are made of aluminum. The frame members and cross bars described above are constructed of tubular or other suitable shaped metal members and welded or bolted together. According to various embodiments, as shown inFIG.4, the rescue basket can include a net liner200at least partially covering the bottom of the basket. In some embodiments, net liner200includes strips of interwoven Nylon or like webbing material, or a wire mesh having about 1-2 inch apertures. In some embodiments, in addition to at least partially covering the bottom of the basket, net liner200can also roll up and at least partially cover the sides and/or second end108of the basket. In various embodiments, the net liner is attached to end rail114, and/or side rails102and/or104, and/or middle rail116, and/or transverse support bars140-145, or any combination thereof. According to an embodiment, the net liner is strong enough to withstand a large person (e.g. about 300 pounds) when standing or leaning on the net liner. The net liner provides additional safety to the rescue survivors in the basket. According to an embodiment, the rescue basket includes a mesh liner along the sides of the basket. The mesh liner can act as an additional barrier for the sides of the basket. The mesh liner can be the same or like the material used to form the bottom net liner200, or the mesh liner can be a light-weight mesh. In various embodiments, on one side of the basket, a mesh liner stretches from vertical support tube131to vertical support tube133, or to the vertical perimeter of side rail104at the second end108of the basket, or from the vertical perimeter of side rail104at first end106of the basket to the vertical perimeter of side rail104at the second end108of the basket. Similarly, a mesh liner stretches on the other side of the basket from vertical support tube135to vertical support tube137, or to the vertical perimeter of side rail102at the second end108of the basket, or from the vertical perimeter of side rail102at the first end106of the basket to the vertical perimeter of side rail104at the second end108of the basket. According to various embodiments, the rescue basket frame provides about 15 to 40 cubic feet of volume, about 18 to 40 cubic feet, about 18 to 30 cubic feet, or about 20 to 25 cubic feet of volume. Buoyancy is another technical aspect of the present rescue basket design. From the time the basket hits the water to when the victim has climbed in and their ascent begins, flotation devices (e.g. floats) will keep the basket at a desired flotation level and keep the passenger(s) from falling below the water line. The floats not only keep the basket from sinking, but they also serve to stabilize the basket as the rough seas knock and tilt the frame and passenger. According to various embodiments, the floats are constructed of a polyethylene material and the like, such as ETHAFOAM™. Polyethylene provides a flexible, closed-cell, extruded material that works well due to its low density, high impact resistance and closed air cells. In some embodiments, the floats are covered in a protective material, such as ballistic nylon, to protect the foam and provide additional structural integrity to the floats. In some embodiments, the floats are constructed with a cover material having a zipper for ease or removal or inspection and replacement purposes. The cover material may be of any color, but the more visible colors, such as orange may be preferable. The cover material may also include reflective material, such as reflective tape to aid in the visibility of the rescue basket during night time operations in tandem with the rescue helicopters spotlight. According to various embodiments, the floats have a generally rectangular shape, as shown inFIG.5A-5C. In some embodiments, the rescue basket has one or more floats, such as two floats210and212positioned along each side of the basket. The frame itself acts as a support for the floats. In some embodiments, floats210,212are designed to extend above the top perimeter of side rails102,104. This tall design helps to keep body parts contained within the basket frame. According to embodiments, a float can extend about 0.5 to 2 inches, or about 1 inch, above the top perimeter of side rails102,104. The float design and arrangement on the sides of the basket also provides extra safety by preventing limbs and other body parts from extending outside the basket frame and perhaps making contact with the side of the helicopter on the way up to the cabin of the helicopter, and can reduce or eliminate the possibility of a passenger (such as a small child or a pet) from falling through and out of the basket. In other exemplary embodiments, floats214and216do not extend above the top perimeter of side rails102,104, or extend only partially along the sides of the rescue basket. In an exemplary embodiment, floats214,216extend up the sides of the rescue basket to, but not beyond, the top perimeter of side rails102,104. In another exemplary embodiment, floats214,216extend only partially along the sides of the rescue basket and do not extend down to the bottom perimeter of the side rails102,104. According to various embodiments, the floats can be positioned inside the basket frame or outside of the basket frame. In an embodiment shown inFIG.5C, floats220and222are positioned to straddle or sandwich the sides of the basket frame, with floats positioned both inside and outside the sides of the basket frame. Floats220,222can also cover the top perimeter of the basket frame side rails102,104. The floats are attached to the basket frame by any conventional means. The thickness of the floats is generally not limited, but can be determined based on the desired amount of buoyancy delivered to the basket, both while empty and while carrying a passenger load. Also the thickness of the floats can be considered in regard to the reduction in the internal volume of the basket for the passengers. In various embodiments, the floats have a thickness of about 1 to 3 inches, or about 1.5 to 2 inches. In various embodiments the floats have a total volume of about 0.7 to 3.0 cubic feet, 1.0 to 2.5 cubic feet, 1.0 to 2.0 cubic feet, or about 1.3 cubic feet of volume. In various embodiments, the rescue basket includes a third float218, positioned at the second end108of the basket (opposite to the first end106having the door mechanism). In one embodiment, third float218is cylindrical in shape, like that shown inFIG.5B. In various embodiments, third float218is mounted on end rail110. The third float218can assist with the trim of the basket in the water, and also act as a cushion for survivors. In other exemplary embodiments, third float218is generally rectangular, like that of floats214,216, and is positioned inside the basket supported by the frame, such as supported by end rails110,112and/or114, or third float218is positioned to straddle or sandwich one or more end rails110,112and/or114of the basket frame, with float positioned both inside and outside of the basket frame, like that of floats220,222. The buoyancy of the rescue basket is designed to have a desired center of buoyancy to maintain stability, while also increasing the number of degrees that the basket can flip and still recover. The desired buoyancy for the rescue basket provides the passengers and rescuers with the easiest and most efficient steps for loading the passengers into the basket when in the water. According to various embodiments, the rescue basket will sit in the water, when empty and not loaded with passengers, at a level in which the bottom of the basket is submerged about 1-12 inches below the surface of the water, or about 2-10 inches, or about 3-8 inches, or about 5-6 inches below the surface of the water. The present rescue basket is designed to contain and hold two full-sized adults. Previous rescue baskets designed for a single person will generally weigh about 26 pounds in the water (about 39 pounds out of the water) and have about 16 pounds of reserve buoyancy. According to various embodiments, the present rescue basket weighs about 26-40 pounds in the water, about 30-40 pounds, or about 36 pounds in the water. In various embodiments, the present rescue basket has a higher reserve buoyancy, such as 20-100 pounds of reserve buoyancy, or about 30-80 pounds, or about 60-80 pounds, or about 40-50 pounds of reserve buoyancy. Various embodiments of the present rescue basket hold two full-sized adults, but weigh about as much as or slightly more than a basket designed for a single person. According to various embodiments, the present rescue basket weighs about 35 to 70 pounds out of the water, or about 40 to 60 pounds, or about 45 to 55 pounds. The rescue basket may weigh less than 35 pounds with the development or substitution of lighter structural materials, such as carbon fiber. According to embodiments, the rescue basket supports two full-sized adults, and at least 600 pounds, and has enough buoyancy to keep their head and at least part of their neck out of the water. The present rescue basket is also designed to be self-righting in the water, which provides additional safety for the passenger(s) inside the basket. According to various embodiments, the basket can be self-righting when tipped to greater than 90 degrees of list, such as when tipped from 90 degrees up to about 180 degrees of list, or about 140 degrees of list. The buoyancy of the present rescue basket and the design and placement of the floats provides stability to the basket and a low capacity to tip longitudinally when in the water. According to various embodiments, the present rescue basket largely resists longitudinal tipping and remains generally flat in the water. According to various embodiments, the present rescue basket includes an open first end (106) with a door mechanism that allows that end of the basket to be “open” or “closed”. By virtue of having an open end, the present rescue basket has less of a need for, or may not require, that the basket be tipped longitudinally in order to easily and quickly load passengers into the basket. According to other embodiments, the buoyancy of the rescue basket is such that a rescuer can tip or push the first end (106) of the basket down in the water in order to assist in loading a passenger into the basket. According to embodiments, the basket is relatively “bottom heavy”, for instance due to the transverse support bars (140-145), and has a center of buoyancy that causes the basket to naturally return to its original, relatively flat position in the water. According to various embodiments, the present rescue basket can also be used for land rescues. In an embodiment, the rescue basket does not include flotation devices. In an exemplary embodiment, the rescue basket includes a non-skid material on the bottom of the basket to help prevent sliding on rooftops or mountainous terrain. According to various embodiments, the rescue basket includes a means for fastening the basket to the cabin of the helicopter. In some embodiments, the helicopter has removable fasteners configured to fasten to the basket frame. The removable fasteners are on the side of the helicopter cabin door or on the deck of the cabin. In some embodiments, the basket includes removable fasteners configured to fasten to structural elements within the helicopter cabin. In an embodiment, the removable fastener is a carabiner or the like. Temporarily fastening the basket when it comes to the cabin of a helicopter allows a flight mechanic or rescuer to have both hands free for aiding the passenger out of the basket. In an embodiment, the removable fasteners are configured to leave the basket about half inside the cabin and half outside; the basket is fastened to the helicopter with the open end of the basket (the door end) inside the cabin. The flight mechanic can then raise the crossbar, and raise the hoist slightly to make the basket act as a slide to slide the passenger out of the basket. In some embodiments, the fasteners are configured to fasten the open end of the basket to the helicopter at the cabin, while the basket, or at least a portion of the basket, remains outside the helicopter. These embodiments allow more room in the cabin and reduce the time it takes to remove a passenger from the basket. In an embodiment, the rescue basket includes a sliding platform to make it easier and faster to remove an injured passenger from the basket. According to various embodiments, methods of water rescue are performed by providing a rescue basket on board of a helicopter, attaching the rescue basket to a cable associated with a hoist on the helicopter, lowering the rescue basket from the helicopter into the water near the rescuees, loading one or more rescuees into the rescue basket through an open end of the basket, sliding a crossbar along a frame of the basket to close the open end of the basket, and hoisting the rescue basket containing the rescuees up and into the helicopter. In some embodiments of the method, two rescuees are loaded into the rescue basket before hoisting the basket up to the helicopter. In use under water-rescue conditions, an embodiment of the present rescue basket is lowered by way of a cable and hoist from a helicopter into the water near the rescuees, the basket being lowered until the cable becomes slack and the basket is floating. At least some of the basket will be suspended below the water surface (e.g. the bottom of the basket and a portion of the sides). One or more passengers are loaded into the basket either through the open door end of the basket, or loaded over the side of the basket, and the basket is hoisted back up and to the helicopter cabin. The one or more passengers are then unloaded and the basket can quickly return to the water for additional rescue operations. According to an embodiment, the entire rescue basket is brought into the helicopter cabin before unloading the one or more passengers. In other embodiments, the open end of the basket (the door end) of the rescue basket is brought into the helicopter cabin and the rest of the basket remains outside the helicopter. In one embodiment, the basket is then fastened to the helicopter with one or more removable fasteners, and the one or more passengers are unloaded. In an embodiment, the open end of the basket is fastened to the helicopter at the cabin, and the rest of the basket, or at least a portion of the basket, remains outside the cabin. The basket remains supported by the cable and hoist. The one or more passengers are then unloaded. In an embodiment, the hoist is raised slightly to make the basket act as a slide to slide the one or more passengers out of the basket. The one or more fasteners are then removed and the basket is free to return to the water for additional rescue operations. According to various embodiments of the rescue method, one or more rescuees are loaded into the rescue basket through an open door at the first end of the basket, and the door is adjusted to at least partially close the first end of the basket. In an embodiment, the door is a crossbar that slides along the frame of the basket. In another embodiment of the method, one or more rescuees are loaded into the rescue basket over the side of the basket. Terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. For example, as used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. Spatially relative terms, such as “top”, “bottom”, “end”, “side”, and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. Similarly, the terms “up”, “down”, “vertically”, “horizontally” and the like are used herein for the purpose of explanation only unless specifically indicated otherwise. Although the terms “first” and “second” may be used herein to describe various features these features should not be limited by these terms, unless the context indicates otherwise. These terms may be used to distinguish one feature from another feature. Thus, a first feature discussed herein could be termed a second feature, and similarly, a second feature discussed below could be termed a first feature without departing from the teachings of the present invention. Although various illustrative embodiments are described above, any of a number of changes may be made to various embodiments without departing from the scope of the invention as described by the claims. Optional features of various device and system embodiments may be included in some embodiments and not in others. Further, the particular features, structures or characteristics may be combined in any suitable manner in one or more embodiments. Therefore, the foregoing description is provided primarily for exemplary purposes and should not be interpreted to limit the scope of the invention as it is set forth in the claims. The examples below are intended to further illustrate various embodiments of the disclosure. These examples are not intended to limit the scope of the claims. While these examples are provided for explanatory purposes, these should not be considered the only examples. Additional examples can be apparent based on the teachings of the present disclosure. Example 1 A rescue basket according to the present embodiments was tested in a training facility with simulated rotor wash and hoist. The testing included both single-person and two-person rescue hoists. To simulate the methods used in actual rescues, both victims started approximately five yards away from the basket, and the rescue swimmer swam back to get each victim individually. This simulated multiple victims being staged in a nearby life raft. Loading methods utilizing the door mechanism with victims facing both forward and backward in the basket were carried out. Trials were also carried out with the door (crossbar) remaining in the up position, loading victims over the sides of the rescue basket. Data: With one victim, it took about 20 seconds to load, both utilizing the door (open end loading) and not utilizing the door (side loading). With two victims, it took about 45 seconds to load, including the time for the swimmer to go back to the simulated life raft to retrieve and load the second victim. This data verified the overall function of the basket, including the smooth sliding of the door, the door locking mechanism, the load capacity and the proper amount and distribution of buoyancy. The collected data was compared to video analysis of rescues utilizing a single person rescue basket existing in the art, such as the basket shown inFIG.1.FIG.6shows the amount of time that is saved by using the present two-person rescue basket as described by embodiments in the present disclosure, compared to the single person rescue basket existing in the art. With 18 people in the water, the on-scene rescue time was reduced from 32 minutes to 15 minutes. Example 2 To test the load strength of the present rescue basket, the basket was loaded up to 700 pounds, which is greater than the 600 pound specification for a two-person basket, and hoisted for ten minutes. No plastic deformation was observed at any point on the frame. Example 3 The rescue basket according to an exemplary embodiment of the present invention was tested with the hoist of an MH-60 helicopter. Quantitative data was gathered for the unloading of passengers from the basket into the helicopter, and it was determined that it took about 15 seconds to unload each passenger, using the door mechanism. The testing also confirmed that the hoist of an MH-60 helicopter can lift two passengers and the basket effectively. The testing further confirmed that the rescue basket can be stowed in the helicopter in the same location as a currently used basket, as well as in a configuration placing it aft of the co-pilot's seat to save even more space. FIG.7is a flow diagram700illustrating an example of a method of performing a water rescue. In step710, a rescue basket is provided on board of a helicopter. The rescue basket includes a rigid structural frame having a substantially rectangular cage structure that includes an open first end, a closed second end, two sides, a bottom, and an open top defining a basket cavity having an inside volume configured to hold two individuals. In step720, the rescue basket is attached to a cable associated with a hoist on the helicopter. In step730, the rescue basket is lowered from the helicopter to one or more rescuees in the water. In step740, two rescuees are loaded into the rescue basket through an open end of the basket. Step750involves sliding a crossbar along a frame of the basket to close the open end of the basket. Step760involves hoisting the rescue basket containing the two rescuees up and to the helicopter. | 31,236 |
11858637 | DETAILED DESCRIPTION Disclosed examples will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all of the disclosed examples are shown. Indeed, several different examples may be described and should not be construed as limited to the examples set forth herein. Rather, these examples are described so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those skilled in the art. Examples, methods, and systems are described to attach a sling-loaded cargo to an aerial vehicle and to then transport and release the cargo. The system and methods described herein provide for electrical control of attachment and release of a cargo from an aerial vehicle. To this end, an attachment mechanism which is in electrical communication with a control unit associated with the aerial vehicle is controlled to open and close, effectively releasing or retaining a sling cable therein, the cable also being secured to a cargo. The system and methods provide for a more streamlined transport process and do not require time and physical efforts of personnel for positioning, attachment, and/or release of the cargo from the aerial vehicle. The systems and methods provide an improved process for attaching a sling-loaded cargo to an aerial vehicle and for autonomously controlling the aerial vehicle to take-off and then lift the cargo. Additionally, the capability for remote control allows for improved decisions to be made with respect to landing of cargo and/or a UAV transporting cargo in contingent scenarios, wherein for a variety of reasons a change from a predetermined flight trajectory may occur. Referring toFIG.1A, a transport system100to transport cargo102is illustrated, according to an example implementation. The transport system100includes an unmanned aerial vehicle (UAV)104comprising a support beam structure110, a landing gear structure120, at least one electrically controllable attachment device130, and two cables140. In operation, the UAV104is utilized to lift and transport cargo. The UAV104includes a main housing107and a propulsion unit mounted on the main housing107for propelling through an environment. The propulsion unit may be an internal combustion engine, an electric battery, or a hybrid engine such as an electric-internal combustion engine. The UAV104further comprises one or more rotor systems coupled to the housing and operatively connected to the propulsion unit. In one example embodiment, a rotor system comprising one or more propeller blades is attached to the main housing107via an arm extending from the housing. Within examples, the UAV104includes at least four laterally-arranged rotors. The laterally-arranged rotors may be rotor assemblies that are operatively supported by and spaced around the main housing107of the UAV. In some example embodiments, the UAV104comprises four laterally-arranged rotors105.FIG.1Ashows two of four such rotors in an aft view of the UAV104.FIG.1Billustrates a perspective view of the transport system ofFIG.1A, and shows all of the rotors105of UAV104. In other examples, more or fewer rotors may be present. The support beam structure110and the landing gear structure120are both shown to be connected to an underside106of the main housing107of the UAV104. FIG.1Balso shows an angle194, formed between an axis of rotation and a reference point on cargo102. As the cargo102sways or moves during a flight, the angle194will vary. In one example, the UAV104is designed to carry cargo of up to about 250 lbs. In other examples, the UAV104is designed to carry cargo of greater weight, such as 300 lbs. Other examples are possible as well. The landing gear structure120enables the UAV104to take off and land on ground, and comprises a plurality of legs122, each of which are connected to the underside106of the UAV104and extend downward from the underside106, toward the ground; each of the legs122may have a ground engaging mechanism, such as wheels, at a lower end of the leg122. Additional supports124may affix the legs122to the UAV104. The support beam structure110, like the landing gear structure, is affixed to the underside106of the UAV and extend downward and away from the underside106, toward the ground. In some embodiments, the support beam structure110attaches directly to a surface on the underside106of the UAV. In other embodiments, the support beam structure110may attach to the landing gear structure120or another intermediary structure that is in turn attached to the UAV104. The at least one electronically-controllable attachment device130is positioned below the underside106of the UAV104. The example ofFIG.1Aincludes two electronically-controllable attachment devices130. The electronically-controllable attachment devices130are connected to the support beam structure110and serve to each releasably couple a cable140to the support beam structure110. The electronically-controllable attachment devices130are configured to operate when the UAV104is on the ground. An example electronically-controllable attachment device130is described with reference toFIG.3. The cables140may comprise sling cables or payload suspension cables. In one example embodiment, the length of each of the cables140is at least 25 feet. In some example embodiments, the length of each of the cables140is in the range of 25 to 150 feet, the diameter of each of the cables140is about 0.172 inches, and the cables140each have a minimum spliced strength of 3,780 lbs. In some embodiments, each of the cables140has a maximum working load of 840 lbs. The UAV104is configured to lift and transport cargo via the cables140. Each cable140is connected to the support beam structure110by way of a first anchor point of the cable140being coupled to a respective attachment device130. The cable140has a second anchor point that is coupled to the cargo102. During transit, cargo can become unstable and swing in any given direction. In some cases, cargo can swing high enough to become entangled in the landing gear structure, rotorcraft airframe, and/or rotors. Thus additionally, as shown inFIG.1A, lateral arresting cable portions150may be provided. The lateral arresting cable portions150extend between a first cable140and a second cable140to prevent interference of the cables140with the landing gear structure120, or other parts of the UAV104that may protrude into either the first cable140or the second cable's140unrestricted range of motion. The lateral arresting cable portions150extend between the cables140, from a first point of attachment on one cable (located near the attachment device130) to a second point of attachment on another cable. The second point of attachment is located below the landing gear structure120to limit movement of the sling-loaded cargo102operating envelope to prevent interference with the landing gear structure120. In one example embodiment, the second point of attachment is positioned about 2 feet below the landing gear structure120. In another example embodiment, the second point of attachment is positioned about 5 feet below the landing gear structure120. Further example distances may be envisioned. In some embodiments, the attachment device130is attached to at least one of the plurality of support beams111,112,113,114at a position such that one of the cables140coupled to the attachment device130is capable of reaching a maximum threshold angle without interfering with the landing gear120to which the support beam structure110is attached. For instance, the cables140may be limited to an operating envelope in which the cables140are prevented from interfering with the landing gear structure120. In example embodiments, the position of the attachment device130and the points of attachments of the lateral arresting cable portions150are selected such that the cables140are limited to an operating envelope in which the cables140are prevented from interfering with the landing gear structure120. One or more sensors160may be attached to the UAV104and may be positioned to observe the region in which the cargo is being lifted and transported. The sensors160may include sensors useful for identifying objects and aiding in navigation, such as optical sensors (e.g., camera, infrared, RGB camera), acoustic sensors, radar sensors, and a multifunction light detection and ranging (LIDAR) system. Optical sensors may capture images nominally at a set frame capture rate. The sensors160may further include a rotary variable inductance transducer (RVIT) to detect an angular position of the cargo102relative to the underside106of the UAV104. Examples of computational resources on the UAV104may include, but are not limited to, built-in control systems for receiving and storing information and executing instructions to control the attachment device130, guidance systems to perform low-level human pilot duties such as speed and flight-path stabilization, and scripted navigation functions. The UAV104may also include a communication interface for receiving instructions from a remote control system. In some examples, the UAV104is configured to navigate to a target location, such as the target location416shown inFIG.16A, to make a determination that the UAV104is hovering above the target location, and then to actuate its release mechanism on the attachment device130to open a pathway to the opening132to release the cable140holding the cargo102from its connection to the UAV104. FIG.2illustrates an enlarged view of two support beam structures110for the transport system100ofFIG.1A, according to an example implementation. As shown inFIG.2, an aft view looking up towards the underside106, each support beam structure110comprises a plurality of support beams, including a first or an upper support beam112, a second or a lower support beam114, an air vehicle lug attachment116, a landing gear lug attachment118, and a link assembly121. The air vehicle lug attachment116is affixed to a surface on the underside106of the UAV104. The upper support beam112is connected to the lug attachment116, and may comprise an alignment feature117defining a lumen119, through which an electric wire115extends. The electric wire115has a first end191and a second end192and an intermediate portion193between the first end191and the second end192; the intermediate portion193extending through the lumen119of the alignment feature117, and the second end192of the electric wire115connects to the attachment device130. The electric wire115serves to electrically couple the attachment device130to a controller on the UAV104. The lower support beam114serves to further secure the upper support beam112and the attachment device130to the UAV104. To that end, a first end of the lower support beam114is connected to the upper support beam112and a second end of the lower support beam114is connected to the UAV104or to a structure affixed to the UAV104. Multiple lower support beams114may be present to aid in securing the support beam structure110;FIG.2, for example, shows three lower support beams111,113,114for each support beam structure110. The landing gear lug attachments118affix the second end of each of the lower support beams114to the landing gear structure120inFIG.2. Both the lower support beams114and the upper support beams112may be formed from a high strength material, for example, from a metal such as steel, aluminum, or from a combination of metal and composite materials. Other high strength materials may also be contemplated. The link assembly121secures the attachment device130to the support beam structure110. The support beam structure110has an overall length180that is less than a length of a landing gear structure120of the UAV104, the support beam structure projecting downwardly in direction182from the underside106of the UAV104and away in direction184from the landing gear structure120. The overall length180is such that the support beam structure110does not extend below the landing gear structure120during flight of the UAV104. One or more of the plurality of support beams of the support beam structure110project away from the landing gear structure120(e.g., in the direction184away from the landing gear structure). For instance, as shown inFIG.2, lower support beams113and114project away from the landing gear structure120. This projection away from the landing gear structure120helps to provide an operating envelope for the cable140such that the cable140does not interfere with the landing gear structure120during transport of the cargo102. FIG.3illustrates an example attachment device130for use with the system ofFIG.1A, according to an example implementation. InFIG.3, the attachment device130comprises a latch which is electrically controllable to open and close, thus controlling access to an opening132through which a cable or component affixed to a cable can be inserted. The attachment device130may be formed from a high strength metal, such as stainless steel, and may include a cam and spring. The cam may be electrically actuated and comprise discrete position sensing capabilities, for example having the capability to detect whether the latch is an open state or closed state. In some example embodiments, the latch in its closed position may be able to retain and hold a tensile load of up to about 1100 lbs. The latch may be released, opened, or otherwise retracted to allow access into the opening132, or the latch may be closed to shut off such access. A mechanical override trigger134may additionally be provided on the attachment device130, which can be manipulated to manually move the latch, thereby opening or closing access to the opening132. An actuated hook or solenoid-pin and clevis device may be used in an alternative embodiment to serve the retention and release functions discussed herein. Further, any other form of manipulatable release mechanism may be envisioned. Bolts136serve to affix a link assembly, such as the link assembly121ofFIG.2, to the attachment device130. The electrical actuation of the latch on the attachment device130may be remotely controlled. Instructions to open or close the latch may thus be provided by a control unit on the UAV104, such as the control unit170, or by a remote control system, such as the remote control system175discussed with reference toFIG.5. In this manner, instructions may be sent to open the latch on the attachment device130, thereby releasing a cargo from a UAV during a mission profile or a contingency action. The attachment device130may further be configured to send signals to the control unit170or a remote control system such as remote control system175indicating whether the attachment device is opened or closed. Alternatively, an operator may manually command release of the sling-loaded cargo. A fault may be asserted by the control unit170or remote control system should a command be sent to open or close the attachment device and thereafter the control unit does not receive an indication that the status of the attachment device has been changed accordingly. Additionally, a release signal (whether manually by an operator or as a function performed by a processor) may be required to issue constantly for a predetermined period of time before the control unit executes instructions to electrically activate the release. The control unit may then hold an “open” command for a predefined time period before issuing a “rest” or “closed” command (wherein the latch closes). Example flight scenarios are described with reference toFIGS.16A-D. FIG.4Aillustrates an example attachment system to attach a cable140to the attachment device130ofFIG.3, according to an example implementation. InFIG.4A, a cable attachment142at an end of the cable140serves as a first anchor point for the cable140. The cable attachment142routes or extends through a hole in a latch striker144, and the T-shaped connector in turn is positioned within the opening132. In alternative embodiments, the shape of the cable attachment142may vary, as may the shape of the latch striker144. The latch striker144ensures repeatable and consistent release operation for when the latch actuates, serving to eject the striker in a latch open state. The latch striker144also serves to protect the cable140from wear or damage by isolating the cable140from the latch itself. InFIG.4A, the latch striker144and the cable attachment142are integral, forming part of an assembly. The latch striker144may comprise titanium, steel, or aluminum, in example embodiments. Other materials may be contemplated as well. FIG.4Billustrates an example attachment system to attach a cable140to the attachment device130ofFIG.3, according to an example implementation. InFIG.4B, an additional attachment component is provided; namely, a loop connector145, which connects to the latch striker144via a bolt or other rod-shaped fastener that extends through a hole in the latch striker144. The cable attachment142is then coupled to the loop connector145by being positioned through a lumen of the loop connector145. FIG.4Cillustrates an example attachment system to attach a cable140to cargo102for use with the system ofFIG.1A, according to an example implementation. The attachment system shown inFIG.4Cis similar to that ofFIG.4B, wherein a second cable attachment146of the cable140serves as a second anchor point for the cable140, the second cable attachment146then being coupled to a loop connector145by extending through a hole of the loop connector145. The loop connector145may be coupled to the cargo via a bolt or other rod that extends through a hole in the cargo structure. FIG.5illustrates a block diagram of an example of the transport system100ofFIG.1A, according to an example implementation. The UAV104includes a control unit170, which is operatively coupled to a propulsion unit172, a navigation module174, the attachment device130, the one or more sensors160, and an image processor177. A remote control system175may communicate with the control unit170of the UAV104. The control unit170controls operation of the UAV104. As used herein, the term “control unit” may include any processor-based or microprocessor-based system including systems using microcontrollers, logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of executing the functions described herein. For example, each of the control unit170may be or include one or more processors171that are configured to control operation of the UAV104. The control unit170, for example, is configured to execute a set of instructions that are stored in one or more storage elements, or memory,173in order to process data. The memory173may be in the form of an information source or a physical memory element. The set of instructions may include various commands that instruct the control unit170to perform specific operations such as the methods and processes of the various examples of the subject matter described herein. The set of instructions may be in the form of a software program. Software may be stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like. Thus, as described with reference toFIGS.1-5, a system for attaching and facilitating transport of sling-loaded cargo is achieved. In some implementations, electrical control of attachment and release of a cable (that is attached to cargo) from a UAV is achieved, which provides for a more streamlined transport process and does not require time and physical efforts of personnel. Additionally, remote control allows for improved decisions to be made with respect to landing of cargo and/or a UAV transporting cargo in contingent scenarios, wherein for a variety of reasons a change from a predetermined flight trajectory occurs. FIG.6shows a flowchart of an example of a method200for transporting sling-loaded cargo using a UAV. Method200shown inFIG.6presents an example of a method that, for example, could be used with the transport system100shown inFIGS.1A-B, for example. Method200includes one or more operations, functions, or actions as illustrated by one or more of blocks202-210. Although the blocks are illustrated in a sequential order, these blocks may also be performed in parallel, and/or in a different order than those described herein. Also, the various blocks may be combined into fewer blocks, divided into additional blocks, and/or removed based upon the desired implementation. It should be understood that for this and other processes and methods disclosed herein, flowcharts show functionality and operation of one possible implementation of present examples. Alternative implementations are included within the scope of the examples of the present disclosure in which functions may be executed out of order from that shown or discussed, including substantially concurrent or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art. At block202, the method200includes receiving instructions at a UAV104to transport sling-loaded cargo102to a target location. Sling-loaded means that the cargo102is attached to the UAV104via a sling cable. In some embodiments, the UAV104may receive the instructions from a remote control system such as the remote control system175ofFIG.5. The UAV104may be docked at a storage location or otherwise grounded on land, and upon receiving the instructions, the UAV104launches into the air and flies toward a region containing the cargo102. At block204, the method200includes coupling at least one electronically-controllable attachment device positioned below an underside of the UAV104to a first portion143of a sling cable140. The electrically-controllable attachment device may be the attachment device130described with reference toFIGS.1A-4B, and may be coupled to the first portion143of the sling cable140as described with reference toFIGS.4A-B, for example. The sling cable140has a predetermined length141, and a second portion147of the sling cable140is secured to the cargo102at a first anchor point of the cargo102. The second portion147of the sling cable140may comprise an attachment component at a second anchor point, such as the cable attachment142ofFIG.4C, which may be coupled to the cargo102as described with reference toFIG.4C. At block206, the method200includes operating at least four laterally-arranged rotors to cause the UAV104to take-off and navigate to (i) a position within a predetermined area above the cargo, and (ii) an initial operating height413, as shown inFIGS.16A-D. The initial operating height413is less than the predetermined length of the cable such that the UAV104does not support the cargo102. At block208, the method200includes determining that the UAV104is positioned within the predetermined area above the cargo102. The UAV104may initially be positioned adjacent the cargo on land during attachment of the cargo102to the UAV104, and at least four laterally-arranged rotors may be operated to elevate the UAV104initially vertically in an upward direction followed by flying the UAV104in a horizontal or angled direction toward the predetermined area. The predetermined area may be located directly above the cargo such that the UAV104hovers directly above the cargo at the initial operating height. At block210, the method200includes responsive to determining that the UAV104is positioned within the predetermined area, operating the at least four laterally-arranged rotors to elevate the UAV104above the initial operating height to lift the cargo102and controlling the UAV104to navigate to the target location. FIG.7shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.7, at block212, the method includes determining that the cargo102is at the target location. At block214, the method includes responsive to the determination that the cargo102is at the target location, releasing the first portion143of the cable140from the at least one attachment device130. The first portion143of the cable140may be released from an attachment device, such as the attachment device130described with reference toFIGS.3-4B, for example. At block216, the method includes proceeding to fly to and land at a target location. Releasing the first portion143of the cable140may comprise receiving a release command, either manually by an operator, or as a function performed by the control unit170or a remote control system. A release command may issue constantly, for a predefined period of time, before the system electrically activates the latches on the attachment devices130to open. In one example embodiment, the predefined period of time comprises five seconds. In other example embodiments, the predefined period of time may comprise an amount of time that is less or more than five seconds. FIG.8shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.8, at block218, the method includes defining a mission profile that comprises a plurality of predetermined contingency landing sites along a travel path to the target location. The predetermined contingent landing sites may each comprise a cargo recovery system. In the example embodiments shown inFIGS.16C-16D, a plurality of contingent landing sites440are shown. FIG.9shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.9, at block220, the method includes determining to execute a contingent landing at one of the plurality of predetermined contingent landing sites. At block222, the method includes responsive to the determination, actuating the at least one attachment device to open a closure on the at least one attachment device, thereby decoupling the first portion143of the cable140from the at least one attachment device. The closure may comprise a latch, in one example embodiment as described with reference toFIG.3, and decoupling the first portion143of the cable140may operate as described with reference toFIGS.4A-B. At block224, the method includes proceeding to fly to and land at the contingent landing site. FIG.10shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.10, at block226, the method includes receiving information from the at least one attachment device indicating whether the at least one attachment device130is opened or closed. The at least one attachment device may be configured to send signals indicating an opened or closed state for the attachment device130. Such signals may be received at the control unit170of the UAV104or at a remote system, such as the remote control system175ofFIG.5. FIG.11shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.11, at block228, the method includes detecting, via at least one sensor, an angular position of the cargo relative to the underside of the UAV. FIG.12shows another method for use with the method200shown inFIG.6, according to an example implementation. InFIG.12, at block230, the method includes calculating an angular position of the cargo relative to the UAV based on an angle of the cable. The calculation may comprise determining a reference point on the cargo102, which can then be used to describe the angular motion of the cargo102. The angular position of the reference point is the angle θ, shown as angle194inFIG.1B, formed between an axis of rotation and the reference point. In some examples, angular displacement of the cargo may be calculated and described using rotation matrices or Euler angles. FIG.13shows a flowchart of an example of a method300for attaching a sling-loaded cargo to a UAV, such as the UAV of the system ofFIG.1A, according to an example implementation. InFIG.13, at block302, the method includes electrically controlling a latch on an attachment device130to open the latch, the attachment device being fixed to a support structure having a length projecting downwardly and outwardly from an underside of the UAV that is less than a length of the landing gear. In some embodiments, the latch and attachment device comprise the latch and attachment device130described with reference toFIG.3. At block304, the method includes receiving a first portion143of a cable140at the attachment device130. In some embodiments, the first portion143of the cable140is received at the attachment device130as described with reference toFIGS.4A-B. At block306, the method includes electrically controlling the latch to close the latch to secure the first portion143of the cable140to the attachment device. A control unit, such as the control unit170or the remote control system175ofFIG.5, may execute instructions to the UAV104to electrically control the latch to transition the latch to a closed position. FIG.14shows another method for use with the method300shown inFIG.13, according to an example implementation. InFIG.14at block308, the method includes electrically coupling the first attachment device and the second attachment device to a controller on the UAV via one or more electric wires. FIG.15shows another method for use with the method300shown inFIG.13, according to an example implementation. InFIG.15at block310, the method includes electrically controlling the latch to re-open the latch and release the first portion143of the cable140from the attachment device130. FIG.16Aillustrates a mission operation for attaching and transporting cargo of the system ofFIG.1A, according to an example implementation. As shown inFIG.16A, at a location410, a UAV, such as the UAV104ofFIG.1A, is positioned on the ground and is coupled to a cargo, such as the cargo102ofFIG.1A. The cargo102is shown to be positioned within a takeoff stability device402that is on the ground in the example ofFIG.16A, and the cargo102is coupled to the UAV104via a cable, such as the cable140ofFIG.1A. A control module, such as the control unit170or the remote control system175ofFIG.5, may receive a predetermined flight trajectory based on a set of flight plan parameters. In response, the control unit170operates the rotors of the UAV104to move the UAV104along the determined flight trajectory. The flight plan trajectory may include operating the UAV104to perform a load lift procedure, wherein the UAV104takes off, elevating to an initial operating height411, as well as navigating to a predetermined area above the cargo102, as described in the method200ofFIG.6. At location410, the UAV104hovers at the initial operating height, which is less than the length of the cable140used to couple the cargo102to the UAV104, such that the UAV104does not support the cargo102during take-off. Sensors, such as the sensors160described with reference toFIG.1A, may be used to obtain and relay information to the control unit170or the remote control system175concerning the position of the UAV104relative to the cargo102. The control unit170then determines whether the UAV104is positioned within a predetermined area above the cargo102, and if so, the UAV proceeds to elevate above the initial operating height, and fly along the planned flight trajectory412. The flight trajectory412includes a descent portion414, and at a target location416the UAV104returns to a flight position that is lower to the ground, and which may be at the same height as or similar to the height of the UAV104at location410. For example, when the UAV104is at the target location416, the UAV104may proceed to navigate to a position430above a cargo drop area432having a cargo release height434that is less than the predetermined length141of the sling cable140. Once the UAV104is determined to be located at the position430, the control unit170may execute instructions to perform a cargo set down procedure. The cargo set down procedure comprises executing instructions to open the latch on the attachment device130holding the cable140, effectively releasing the cable140and associated cargo102from the UAV104. In some embodiments, the cargo102may be released to land on the ground, an airbag that is positioned on the ground, or another landing mechanism configured to cushion the cargo102. After releasing the cable140and cargo102, the UAV104proceeds to navigate to a location suitable for landing. In some embodiments, the control unit170is configured to control the laterally-arranged rotors105to cause the airborne UAV104to descend towards the target location416until one or more sensors determine that the cargo102has contacted the destination landing surface at target location416, and is further configured to control the electronically-controllable attachment devices130to release the sling cable140such that the cargo102and sling cable140are detached from the UAV104. Optionally, the control unit170may be configured to receive a manual input from an operator to maneuver the release of cargo in flight to a designated cargo drop area. FIG.16B illustrates a mission operation in which a manual trigger is used for detaching cargo of the system ofFIG.1A, according to an example implementation. As shown inFIG.16B, the UAV104initially couples to cargo102, takes off, and elevates to an initial operating height413, similarly as described with reference toFIG.16A. The UAV104then proceeds to elevate, flying along the planned trajectory412. At any point during the planned trajectory412, an operator manually triggers a release mechanism to release the cable140with attached cargo102from the attachment device130; one example of such a release action is shown at location420. The cable140and the cargo102then descend to the ground, while the UAV104proceeds to navigate in the air in accordance with the planned trajectory412, descending in accordance with the descent portion414of the trajectory412and hovering low to the ground, until the UAV104finally lands. FIG.16Cillustrates a first contingency operation for detaching cargo of the system ofFIG.1A, according to an example implementation. A mission profile may be defined for a predetermined flight trajectory that comprises a plurality of predetermined contingent landing sites440along the travel path to the target location. The predetermined contingent landing sites440may each comprise a cargo recovery system. In some example embodiments, the cargo recovery system includes one or more airbags. As shown inFIG.16C, the UAV104initially couples to the cargo102, takes off, and elevates to an initial operating height413, similarly as described with reference toFIG.16A. At some point during the planned trajectory, for example, at location422, an abort to planned zone signal is issued to the UAV104, and the UAV104then changes course from the predetermined flight trajectory to fly more directly to a planned target location; this contingency trajectory is shown at path424. In the scenario depicted inFIG.16C, the UAV104retains the cargo102until the UAV104reaches a low to the ground, hovering position above the planned target location, within which is a cargo drop area, at which point the attachment device130releases the cable140with attached cargo102; this release action is shown at location420. The cable140and the cargo102then descend to the ground, while the UAV104proceeds to navigate in the air in accordance with the contingency trajectory, descending and hovering low to the ground at the target location416, which may be at the same height as or similar to the height of the UAV104at location410. Once the UAV104is positioned at the target location416, the control unit170may execute instructions to open the latch on the attachment device130holding the cable140, effectively releasing the cable140and associated cargo102from the UAV104. After releasing the cable140and cargo102, the UAV104proceeds to navigate to a location suitable for landing. FIG.16Dillustrates a second contingency operation for detaching cargo of the system ofFIG.1A, according to an example implementation. As shown inFIG.16D, the UAV104initially couples to the cargo102, takes off, and elevates to an initial operating height413, similarly as described with reference toFIG.16A. At some point during the predetermined flight trajectory, for example, at location426, a land now signal is issued to the UAV104, and the UAV104then changes course from the predetermined flight trajectory to fly more directly to the ground; this contingency trajectory is shown at path428. In the scenario depicted inFIG.16D, the UAV104releases the cable140holding the cargo102to deliver the cargo102to one of the contingent landing sites440upon receipt of the land now signal, and proceeds to navigate toward the nearest ground location430on which the UAV104can successfully land. The cargo102is also shown as having landed at the one of the contingent landing sites440. Within examples, methods and system described herein can be used to remotely attach sling-loaded cargo to a UAV and thereafter release the cargo, either upon completion of a mission profile or in a contingency action. Such methods and systems render attachment and release self-operable so that it is not necessary to employ a ground crew to manipulate the latch to engage or disengage from a load. Examples of the disclosure may find use in a variety of potential applications, particularly in the transportation industry and for any mission in which transporting sling-loaded cargo is desired. In other embodiments, the methods and systems described herein would also be beneficial for use with a manned aerial vehicle, or where a grounds crew is present to facilitate attachment or detachment of cargo to a cable. As used herein, the term “about” includes aspects of the recited characteristic, parameter, or value allowing for deviations or variations, including for example, tolerances, measurement error, measurement accuracy limitations and other factors known to skill in the art, and also ranges of the parameters extending a reasonable amount to provide for such variations. The description of the different advantageous arrangements has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different advantageous examples may describe different advantages as compared to other advantageous examples. The example or examples selected are chosen and described in order to explain the principles of the examples, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various examples with various modifications as are suited to the particular use contemplated. | 38,823 |
11858638 | The invention will be best understood and other features and advantages will also appear upon reading the following detailed description comprising embodiments given as an illustration in reference to the appended figures, presented as non-limiting examples, which can be used to complete the understanding of the invention and the summary of the embodiment thereof and, if necessary, contribute to the definition thereof, on which a practical example is present, illustrated according to a single FIGURE having, schematically in a transversal cross-section, an aeroplane cabin equipped with a remote monitoring system according to the invention. The invention relates to a remote monitoring system of an area1of an aeroplane intended to accommodate at least one passenger, and advantageously several passengers. The area1is also called, below in the description, “remotely controlled area”. As illustrated inFIG.1, the remote monitoring system can, in particular, equip an aeroplane comprising a cabin10having an upper deck12and a lower deck14. The lower deck14comprises, notably, a cargo area. According to the present invention, the cargo area is converted, in particular provisionally or definitively and/or reversibly or irreversibly, into cabin space. According to the invention, the remotely controlled area1forms all or part of the lower deck14, and more specifically the cargo area of the lower deck14. However, in a variant, the remote monitoring system according to the invention can be tasked with monitoring other remotely controlled areas of the cabin10, for example, cabin spaces accommodating passengers, situated in particular at the level of the upper deck12, notably areas in which it is difficult to maintain the presence of cabin crew over a long period of time. The remote monitoring system according to the invention can also be tasked with monitoring all or part of an aeroplane cabin, with a single deck or multiple decks, for the purpose of reinforcing the safety of the passengers and/or reducing the cabin crew. The upper deck12, illustrated as an example in the FIGURE, comprises two aisles16and three rows of seats18, notably with the aim of equipping aeroplanes intended for long-haul flights. Of course, such an arrangement is only indicative and numerous other alternative arrangements are possible and enter into the scope of the invention. According to a particular embodiment, the remotely controlled area1can have a configuration of limited height, for example a height less than 2 m, even 1.8 m, even 1.6 m, notably in the central portion of the remotely controlled area1. In a specific embodiment, the remotely controlled area1is equipped, for example, with at least one sleeping module20, advantageously several sleeping modules20, intended to accommodate the passengers. The sleeping module20, such as illustrated, comprises notably a base22and a mattress24. The sleeping module20is advantageously removable so as to be able to be removed from the remotely controlled area, as desired or as needed, so as to be able to return the lower deck14to the role of cargo area. Such a change can occur during short maintenance periods of the aeroplane. In a variant, the remote monitoring system according to the invention will also be applied in the case of lower decks permanently provided with an arrangement, notably sleepers, for passengers. According to the directives and regulations currently in force on the date of the invention, the cargo area is free of passengers during taxiing, take-off and landing phases. It can only be occupied outside of these different specific phases. Although this is not illustrated, the remotely controlled area1is made accessible from the upper deck12, for example using a staircase. An access control device can be provided, notably, as mentioned above, to prevent the passengers from entering into the remotely controlled area1during the taxiing, take-off and landing phases. According to the invention, the remote monitoring system comprises at least one control member30. The control member30is configured to generate at least one signal relating to the safety of the passenger(s) situated in the remotely controlled area1. In order to ensure an optimal safety of the passengers in the remotely controlled area1, the control member30comprises at least one sensor making it possible, individually or in combination:to indicate and/or to verify the status of a safety belt26of at least one passenger present in the remotely controlled area1, notably in case of turbulences, and/orto indicate and/or to verify a use of oxygen masks28, by at least one passenger present in the remotely controlled area1, notably in case of depressurisation, and/orto detect an occurrence of a threat coming from at least one passenger present in the remotely controlled area1, and/orto detect an occurrence of a danger or dangerous situation for at least one passenger present in the remotely controlled area1, and/orto monitor a state of health and/or of stress of at least one passenger present in the remotely controlled area1. In the present description, reference is generally made to a passenger present in the remotely controlled area1. However, it is understood that the invention is also applied in the case where several passengers are present in the remotely controlled area1. The control member30can comprise, for example, at least one sensor taken from among:a contact sensor, and/ora presence sensor, and/ora force sensor, and/ora temperature sensor, and/oran optical sensor, and/ora microwave sensor, and/oran acoustic sensor, and/ora gas flow sensor, and/ora body sensor, notably medical, and/ora sound sensor, notably a microphone, and/oran image sensor, notably a camera. According to the invention, several individual sensors can be integrated into the same control member30. Alternatively, the control member30comprises a single sensor. Likewise, the present invention covers the embodiments in which several of the functions associated with the sensors identified above are integrated into a single multifunction sensor. Thanks to such a combination of sensors making it possible, as necessary, to function redundantly, it is possible to detect all of the situations requiring that the cabin crew is warned. The sensors are advantageously configured to generate and communicate, respectively or combined together, at least one signal, notably in digital form. According to a particular embodiment, in the context of sensors operaint in an analog manner, the remote monitoring system can comprise a converter, connected and/or paired with the sensors functioning in an analog manner, in order to transform the signal generated by the sensor into a digital signal. The signal generated and communicated by at least one sensor is able tp provide information relating to the safety of the passenger situated in the remotely controlled area1. The remote monitoring system further comprises at least one interface means40. In particular, the interface means40can be situated at a distance from the remotely controlled area1, in order to make it possible for the cabin crew to have access to information relating to the remotely controlled area1and/or to the passenger on the basis of at least one signal generated and communicated by at least one sensor of the control member30. According to an elementary embodiment, the interface means40can be a single illuminated pictogram and/or a single light and/or a single siren indicating to the cabin crew that an intervention, notably of verification, is to be carried out in the remotely controlled area1. According to another embodiment, the interface means40comprises, for example, at least one display means. It can be at least one digital device with a screen, such as a control screen, advantageously configured to be installed on the upper deck12in a work area of the cabin crew and/or in the proximity of seats intended for the latter. It can also be at least one mobile device, such as a digital tablet, a personal assistant, a portable device, like a watch worn by the cabin crew. In other words, in this alternative of the invention, the interface means40is not, or at the very least has not, only a single illuminated pictogram and/or a single light and/or a single siren. The interface means40can be configured to be shared by different members of the cabin crew. To this end, it can, in particular, further comprise at least one means to emit at least one audible alert and/or visual alert and/or vibratory alert, notably so as to attract the attention of the cabin crew with the aim that the latter knows that an event requires that they consult the interface means40, in particular in detail and with attention, and/or that they go directly or intervene, for example for purposes of verification, in the remotely controlled area1. Moreover, preferably, the remote monitoring system is configured to permanently update the information relating to the remotely controlled area1and/or to the passenger on the basis of at least one signal generated and communicated by at least one sensor of the control member30. In other words, in the absence of a change of signal generated and communicated by at least one sensor of the control member30and contributing to the information relating to the remotely controlled area1and/or to the passenger, the cabin crew can monitor the information made available by the interface means40with the assurance that the information is updated and reflects the situation relating to the remotely controlled area1and/or to the passenger in real time, i.e. similarly to the information available to the cabin crew can have if it was present in the remotely controlled area1and/or in the proximity of the passenger. In other words, even in the absence of an anomaly that should be communicated to the cabin crew, the interface means40is active or can be made active, notably following a command from the cabin crew, to make it possible for the cabin crew to carry out monitoring work remotely. In such a configuration, the interface means40signals, in this case, a normal situation. Additionally, the remote monitoring system can comprise processing means50, notably digital processing means50. The processing means50make it possible to transmit the signal generated and communicated by at least one sensor of the control member30. The transmission of the signal by the processing means50is done preferably in the form of digital data. The transmission of the signal by the processing means50is done towards the interface means40, preferably in real time. The processing means50are, for example, centralised in the form of a processing unit, such as a microprocessor. Advantageously, the processing unit is common to all the sensors and to the interface means40. The processing means receives the digital signals coming from the sensors, ensures the processing thereof to generate the information relating to the remotely controlled area1and/or to the passenger to communicate and transmits them to the interface means in the form of data to be displayed, preferably sent to the cabin crew. The remote monitoring system can also comprise a transmission network60making it possible for a communication:of the signal between the control member30and the processing means50, and/orof information relating to the remotely controlled area1and/or to the passenger between the processing means50and the interface means40. The transmission network60can be, for example, a wired, electric and/or optical and/or wireless network, notably a network functioning with a protocol according to the wireless communication protocol norms suitable for air transport. Moreover, the transmission network60can be independent or use all or part of the elements of an existing communication network in the aeroplane. Different dangerous situations that the present embodiment of the monitoring system according to the invention is able to process, as well as the functioning of the monitoring system according to the invention and the associated equipment will now be detailed. In a turbulence situation, the remote monitoring system is configured such that the control member30makes it possible to detect, at least:the locked status of the safety belt26, and/orthe presence of a passenger seated on a seat or reclined on a sleeper equipped with the safety belt26and capable of being retained by the safety belt26. Moreover, in case of the presence of several passengers in the remotely controlled area1, the remote monitoring system is configured such that the control member30makes it possible to detect, for each passenger individually:the locked status of the safety belt26, and/orthe presence of a passenger seated on a seat equipped with the safety belt26and capable of being retained by the safety belt26. Thus, the remote monitoring system is configured such that the control member30makes it possible to transmit the information that the passenger is safe, respectively that all the passengers are safe. For this purpose, according to a specific embodiment, the remote monitoring system comprises at least one connected belt, for example associated respectively with the sleeping module20. The term “connected belt” is used to describe a safety belt26equipped with control members which can be, for example:contact sensors31, notably provided at the level of a buckle of the safety belt26, to establish the “locked” or “unlocked” status of the safety belt26, and/orpresence sensors, and/orforce sensors, such as stress gauges or force sensors to establish the presence of a passenger behind the safety belt26. In the example illustrated, a stress gauge32has been arranged between the base22and the mattress24, for this very purpose. Complementarily or alternatively, a signalling button not illustrated in the FIGURE can be used as a control member30according to the invention. The signalling button makes it possible for the passenger to confirm that the safety belt26of the seat on which they are seated is correctly locked. The signalling button is advantageously connected to the processing means50. It can be a signalling button dedicated to this function or a signalling button being used for other functions, such as being used as a switch for indicator lights and/or also other functions mentioned below in the description. In a depressurisation situation, in particular of the remotely controlled area1, the remote monitoring system is configured to establish that the passenger is safe. Such safety can be achieved, in particular, by the passenger wearing the oxygen mask28provided for this purpose. In particular, the remote monitoring system is configured to establish that the passenger, respectively all the passengers, has/have been able put on an oxygen mask28. In addition, advantageously, the remote monitoring system is configured to establish that the oxygen mask28worn by the passenger is correctly adjusted. To this end, in one embodiment example, the oxygen mask28is provided, advantageously in the proximity of the sleeping module20, in a housing29likely to be opened in case of depressurisation and making it possible for the oxygen mask28to drop by gravity out of the housing29. More generally, the remotely controlled area1comprises at least one oxygen distribution unit equipped with one or more oxygen masks28. Preferably, an oxygen distribution unit comprising one or more oxygen masks28is provided for each sleeping unit20. Other oxygen distribution units can be provided in other parts of the remotely controlled area1, such as, for example, in the aisles and/or in other areas where the passenger is likely to pass or stay. The oxygen distribution units are configured to release and expel the oxygen masks automatically in case of depressurisation. To ensure the safety of the passenger, at least one of the following indications is utilised:activation/deactivation of the oxygen mask28, and/oruse/non-use of the oxygen mask28, and/orpresence of the passenger in the remotely controlled area1. The control member1being used to establish whether the oxygen mask28has been activated (or not) comprises, for example, at least one sensor arranged on the oxygen mask28and/or in the associated oxygen distribution unit. In this case, it can be, for example, a stress gauge33, or a force sensor33, making it possible to establish that a passenger has activated the oxygen mask28, notably by pulling on the oxygen mask28, in order to enable oxygen distribution, and is supposed to have applied the oxygen mask28. In another embodiment, the control member1being used to establish whether the oxygen mask28is used (or not) comprises, for example, at least one sensor arranged on the oxygen mask28and/or in the associated oxygen distribution unit. In this case, it can be, for example, a gas flow sensor, making it possible to establish that a passenger is breathing the oxygen delivered by the oxygen mask28. The control member1being used to establish whether at least one passenger is present comprises, for example, at least one sensor arranged in the remotely controlled area1, notably in the sleeping unit and/or in the proximity of an entrance of the remotely controlled area1. Advantageously, the control member1being used to establish whether at least one passenger is present comprises several sensors arranged in different places of the remotely controlled area1. As an example, it can be a simple counting of passengers or an individualised piece of information, even an identification of the passengers in question. The control member1comprises, for example, at least one presence sensor, such as the presence sensors of the safety belt26mentioned above, and/or the stress gauge32being used to establish the presence of a passenger behind the safety belt26. It can also be stress gauges or force sensors arranged in various places of the remotely controlled area1. Complementarily or alternatively, a signalling button, not illustrated in the FIGURE, can be used as a control member30according to the invention. The signalling button makes it possible for the passenger to confirm that the oxygen mask28is activated and functional and that the passenger is safe in case of depressurisation. The signalling button is advantageously connected to the processing means50. It can be a signalling button dedicated to this function or a signalling button being used for other functions, such as a switch for indicator lights and/or other functions mentioned in the present description. The control member1being used to establish whether at least one passenger is present comprises, alternatively or cumulatively, as an example, at least one counter gateway. In such an arrangement, the counter gateway can be situated at the entrance of the remotely controlled area1. Moreover, the control member1being used to establish whether at least one passenger is present comprises, alternatively or cumulatively, for example, at least one communication device, in particular a near-field communication device, such as an RFID chip reader associated with at least one RFID chip worn by the passenger. The control member1can thus make it possible to establish the presence of a passenger in the remotely controlled area1, anonymously and/or by identifying the passenger. In addition, the control member1being used to establish whether at least one passenger is present comprises, alternatively or cumulatively, for example, presence sensor means, such as a camera. Ideally, the presence sensor means is associated with at least one image processing means, as will be detailed below. Alternatively, the presence sensor means can be a laser sensor or a sensor of the sonar type. In case of threats coming from the passenger present in the remotely controlled area1, the remote monitoring system is configured to detect and/or identify such a situation, notably an inappropriate attitude of the passenger, or any other situations putting passengers in danger, such as a terror attack or a hijacking of the aeroplane. The control member30being used to establish the existence of such a threat comprises, for example, at least:one motion detection device, and/orone image recording device34such as a camera34, and/orone sound recording device35, such as a microphone35. The devices identified in the present description are configured to form, individually or in combination, a device for recording information relating to the remotely controlled area1and/or to the passenger on the basis of the signal generated and communicated by at least one sensor of the control member30. Complementarily or alternatively, the remote monitoring system is configured such that the device for recording information relating to the remotely controlled area1and/or to the passenger transmits the signal relating to the remotely controlled area1and/or to the passenger, namely the images and/or the sounds recorded and/or the presence information, in particular in case of movement, to the interface means40. Thus, the interface means40is capable of making it possible to, notably, view the images and/or hear the sounds of the remotely controlled area1, advantageously without processing. In a variant, the remote monitoring system further comprises means for analysing information relating to the remotely controlled area1and/or to the passenger, notably images and/or sounds. The means for analysing information relating to the remotely controlled area1and/or to the passenger make it possible characterise specific situations, notably by using pre-established models. The motion detection device comprises, for example, at least one optical motion sensor37and/or at least one microwave motion sensor38and/or at least one acoustic motion sensor, notably an ultrasound sensor. The image recording device34can be, notably, at least one camera34functioning in the visible spectrum and/or at least one infrared camera, in particular associated with an infrared lighting device, and/or at least one thermal camera. The cameras used comprise 2D cameras and/or 3D cameras, for example, with the aim of establishing the deep positioning of the passenger and/or of an object present in the remotely controlled area1. The signals generated by the cameras can take the form of a data matrix associating with pixels separating the image(s) recorded from the grey or colour levels, for example RGB, possibly completed by a depth value in the case of 3D cameras. The sound recording device35can be, for example, at least one dynamic microphone and/or condenser microphone. The sound recording device35can be one-directional, two-directional, cardioid and/or multidirectional. Moreover, the sound recording device35can also be at least one stereo microphone. Such a stereo microphone makes it possible to contribute to the localisation of the sound source, alternatively of the sound sources. Finally, the sound recording device35can also be configured to capture sounds corresponding to dedicated sound frequencies and/or sound frequencies outside of dedicated sound frequencies and/or sound frequencies outside of such frequencies. The control member30forming the recording device is positioned in the remotely controlled area1so as to cover all of the remotely controlled area1or, at the very least, defined portions, for example those determined as the most sensitive, of the remotely controlled area1, advantageously redundantly and/or under different viewing angles. The means for analysing information relating to the remotely controlled area1and/or to the passenger are configured, for example, to isolate the face of the passenger and/or identify, from data collected by the recording device, facial expressions of the passenger in order to deduce from them at least one piece of information relating to the passenger. Such facial expressions of the passenger can indicate pain, stress, a feeling of panic, anger, fear, an absence of reaction and/or any other expression which could correspond to a situation of threat, risk or danger. Complementarily or alternatively, the means for analysing information relating to the remotely controlled area1and/or to the passenger are configured, for example, to identify and/or detect objects considered as dangerous such as firearms, sharp objects or more generally, any blunt or dangerous object. Also, the means for analysing information relating to the remotely controlled area1and/or to the passenger can be configured, for example, to identify and/or detect chemical and/or toxic substances, or also tanks containing flammable materials and/or gas. Moreover, the means for analysing information relating to the remotely controlled area1and/or to the passenger can be configured, for example, to identify and/or detect an emanation of a toxic substance and/or smoke. Complementarily or alternatively, the means for analysing information are configured, for example, to identify abnormal behaviour of the passenger or of a group of passengers. This can, for example, be a group of passengers grouped together, or an agitated behaviour of a passenger. This can also, for example, be a detection of an initial, non-natural behaviour, notably the passenger crouching down, stretching out, falling or any other behaviour considered initially suspect. Finally, this can also be a behaviour revealing a state of drunkenness of the passenger or any other inappropriate behaviour for a passenger in an aeroplane. According to the data established thanks to the means for analysing information, the remote monitoring system is configured, for example, such that the interface means40generates, in particular, at least one indication, notably in the form of a colour and/or text code, relating to the situation identified, possibly completed by an image of the relevant scene(s). According to an embodiment example, these indications can be made in augmented reality, for example with highlighted edges, appearance of a text window in a superimposition of screen or other images. In particular, for this purpose, the analysis means of the information, in particular of the images, relating to the remotely controlled area1and/or to the passenger are configured, for example, to make a comparison between the content of at least one of the images picked up by the image recording device34and one of the reference images, in particularto establish a change of situation, and or of behaviour, and/orto detect a shape and/or a temperature,to determine the expressions of a face and/or a state of stress and/or apathy, and/orto detect a presence of a dangerous object, and/orto detect a movement, etc. in particular by comparing images recorded by the image recording device34at different times, in particular to establish unexpected behaviour. In other words, the information analysis means are configured to detect particular objects, a human form, a face, facial expressions and/or to achieve a localisation of passengers and/or objects. The analysis means of information, in particular of sounds, are configured, for example, toperform a frequency and/or amplitude detection, and/orcharacterise a particular situation, such as a situation of panic and/or a situation of stress, and/ordetect tones of voice and/or particular noises. It can be yelling, complaining, moaning, crying or others. It can also be shouting, threatening tones or others. It can also be particular noises generated by objects, such as firearms that are loaded, shots, explosions, noises of falling objects and/or passengers or others. Complementarily or alternatively, the information analysis means are configured, for example, to make it possible to listen and/or understand and/or interpret sounds captured in the remotely controlled area1. The control member30can further advantageously comprise an alert button. The alert button can be the same as the signalling button already mentioned. The alert button can also be a specific button in order to clearly associate an activation of the alert button to a threat situation and/or requiring an intervention and/or a presence of the cabin crew. The alert button will thus make it possible for a passenger to request the presence and/or the help of and/or the intervention of the cabin crew, in particular if they witness a threat situation and/or a situation requiring an intervention and/or a presence of the cabin crew. One or more specific alert buttons can also be provided and made available to the passenger, each button respectively corresponding to a threat level felt by the passenger. The alert button is located, for example, on a ceiling and/or a wall of the sleeping module. The alert button can also be located, for example, on a ceiling and/or a wall of the toilets situated in the remotely controlled area1or passage areas of the remotely controlled area1. The alert button can furthermore be integrated to in-flight entertainment devices, such as areas of a touchscreen, for example dynamically activated areas, in particular likely to equip the sleeping module. The alert button can be connected to same components of the interface means40and/or the processing means50as the other control member(s)30or to specific components, in particular in order to ensure redundancy. An activation of the alert button generates, for example, the display and/or the transmission of a message intended for the cabin crew by the interface means40. In case of a medical difficulty, in particular of the passenger present in the remotely controlled area1, the remote monitoring system can use the control member already described and/or several control members already described and/or specific control members such as at least one medical data sensor39, such as, for example, a physiological sensor, such as, in particular, a device for detecting a heart rate. The medical data sensor39can be arranged or integrated in the remotely controlled area1, alternatively in the cabin, or worn by the passenger, such as a connected bracelet or watch. The remote monitoring system can also use the information analysis means, in particular of images and/or of sounds, to contribute to the detection of a situation requiring a reaction of a medical nature. Such a situation can, for example, be identified by the detection of excessively heavy breathing, suffocation, cries of pain, moans or complaints from the passenger. It can, complementarily or alternatively, also be identified by a detection of images of a fall, an injury, bleeding, suffocation or other of the passenger. The remote monitoring system can also use, alternatively or complementarily, the alert button, possibly adapted to make it possible for the passenger to specify a medical nature of the alert. One or more specific alert buttons can also be made available to the passenger, each button respectively corresponding to a particular type of situation. The button can be used to transmit a message asking for assistance, either by the passenger in question or by a passenger witnessing the situation. The interface means40can also be adapted to establish medical indications from information received, in particular intended for a doctor, in the case where there would be one on board, or, in an adapted version, intended for the cabin crew. The remote monitoring system can, furthermore, comprise a monitoring centre, on board and/or on the ground, for medical information. To this end, the remote monitoring system comprises means for transmitting medical indications to the monitoring centre, for example from the interface means40and/or from the processing means, using the information collected on board the aeroplane. Alternatively or complementarily, the remote monitoring system, in particular the interface means40, can also be adapted to establish, directly or indirectly, a communication enabling to obtain a diagnosis from a person, notably a doctor, located on the ground. Likewise, for situations having a dangerous character, the monitoring system can use the components already described, notably the sensor(s) and/or button and/or the signal(s) generated and communicated by the sensor(s) and/or, possibly, the adapted button(s), and/or specific components. The remote monitoring system is, in particular, configured to consider the presence of substances or dangerous products, in this case, fire, smoke emission, the dispersion of a dangerous fluid or other. Of course, to limit such a risk, the materials used to equip the remotely controlled area1preferably comprise fireproof materials. Moreover, the passenger will have been informed prior of the behaviour to adopt. That being, the remote monitoring system will contribute to a quick and appropriate reaction making it possible to limit the damage caused. The control member30can comprise, in this sense, at least one smoke detection sensor and/or at least one gas analyser and/or at least one temperature sensor36or other sensor making it possible to detect situations having a dangerous character, notably the presence of substances or dangerous products, in this case fire, smoke emission, the dispersion of a dangerous fluid or other. A thermal camera can also be used. In these different situations, the interface means40is, for example, configured to define different alert levels, corresponding, notably, to the difference types of reaction to implement by the cabin crew. The types of reactions are, for example:on-screen viewing of the remotely controlled area1for a low-level alert, and/orvisiting the remotely controlled area1for a higher-level alert, and/orevacuating the remotely controlled area1for a higher-level alert and/oractivating safety members, notably fire extinguishers provided in the remotely controlled area for appropriate situations. The interface means40can also, for example, be configured to deliver a list of passengers present and/or a confirmation message certifying the absence of passengers in the remotely controlled area1, stemming notably from data delivered by the processing means50. It will furthermore be advantageous to use functionalities of said remote monitoring system, possibly in combination with other functionalities, in order to ensure an appropriate welcome and comfort of the passenger in the controlled area1by the remote monitoring system. To achieve this, the remote monitoring system can, for example, comprise communication means making it possible for the cabin crew to be put in remote contact with the passenger present in the remotely controlled area1. The communication means comprise, for example, audio and/or video transmission means70, notably a screen70. The communication means can be configured to transmit information to the passengers individually, to a group of passengers or to all the passengers. The communication means can be, for example, configured to function automatically and/or at the initiative of the cabin crew and/or in interaction between the passenger present in the remotely controlled area1and the cabin crew, notably in an intercom mode. The communication means are intended to emit, for example, images and/or messages for the purpose of providing information, to reassure the passengers, notably indicating to them that a member of the cabin crew has been alerted and/or is on the point of coming to the remotely controlled area1, to give them advice, give them instructions and/or recommendations. The images and/or messages emitted are pre-recorded and/or transmitted directly by the cabin crew. In case of automatic functioning, the communication means are, for example, configured to be activated after identification of a particular situation by the information analysis means and/or an activation of the signalling button and/or of the alert button. The communication means can also be configured to transmit a message requiring the confirmation of the information received, notably in the case of medical information and/or request for assistance, in particular to the passenger having activated the alert button. That being, an image recording device34can in particular be provided for each sleeper. In such an event, the remote monitoring system can comprise activation/deactivation means for the image recording device34. For example, the activation/deactivation means are configured, in a normal mode, to enable the functioning of the image recording device34, after authorisation given by the passenger using the sleeper. To this end, the authorisation can be obtained using one of the buttons already mentioned, and/or any other validation device. In an emergency mode, the remote monitoring system can be configured, for example, to force the activation and the functioning of the image recording device34, in particular with or without the authorisation of the passenger. The communication means can further comprise at least one alarm device transmitting a message adapted to all or some of the passengers to warn them of the existence and/or of the nature of a threat and/or to request them to evacuate the remotely controlled area1. The remote monitoring system is configured such that the alarm device is activated, for example, at the initiative of a member of cabin crew, in the event of particular situations, established by the information analysis means relating to the remotely controlled area1and/or in case of actuating the alert button and/or the signalling button. In a particular embodiment, the remote monitoring system is configured such that the interface means40proposes to emit an alarm in case of particular situation according to the signal generated and communicated by at least one control member30and/or to the activation of one or more alert button(s) and/or one or more signalling button(s). The cabin crew is thus free (or not) to activate the alarm device. In another embodiment, the remote monitoring system is likely to be configured such that the alarm device is activated according to the signal generated and communicated by at least one control member30and/or to the activation of one or more alert buttons and/or one or more signalling buttons, without intervention of a member of cabin crew and/or confirmation of a certain degree of threat by the information analysis means relating to the remotely controlled area1and/or to the passenger. The alarm device comprises, for example, output devices of the same nature as the interface means sent to the cabin crew. The output devices can be, for example, situated notably in the immediate proximity of the signalling buttons. The remote monitoring system is, for example, configured such that the communication means, in particular the alarm device, can be controlled by the cabin crew, notably using the interface means40or specific components. The communication means can further comprise indicator lights and/or illuminated signposting, screens and/or sound transmission devices configured to be activated as the passenger steps into the remotely controlled area1in order to indicate to them the place which is intended for them. The remote monitoring system further comprises a system for powering the control member30and/or the interface means40and/or the processing means50. To this end, the power supply system can be constituted of the transmission network60, configured to also circulate a supply current. Advantageously, the power supply system is autonomous and independent from any another power supply system of the aeroplane. Of course, the invention is not limited to the embodiments described above and provided only as an example. It comprises various modifications, alternative forms and other variants that a person skilled in the art can consider in the scope of the present invention and notably all combinations of different operating modes described above, could be taken separately or in association. | 39,948 |
11858639 | DETAILED DESCRIPTION The invention is now described more fully hereinafter with reference to the accompanying drawings, in which one embodiment, although not the only possible embodiment, of the invention is shown. The invention may be embodied in many different forms and should not be construed as being limited to the embodiment described below. FIGS.1-5are a series of plan views of an embodiment of a passenger room3in an aircraft (only partially shown) that illustrate a number of different configurations for the room furniture. The Figures show the versatility and functionality of the room3that make the room a step change from current options for higher fare category passengers. The images inFIGS.6and10illustrate further the ambience, including a sense of space and privacy, of the embodiment of the room3. The other Figures illustrate features of the room and further show the versatility of the room. It is noted that the invention is not confined to the particular embodiment shown in the Figures. It is also noted that the invention is not confined to any particular type of passenger aircraft. The room3defines a generally rectilinear passenger space generally identified by the numeral9. It is noted that the invention is not confined to this particular shape and size for the passenger space. By way of example, it is noted that different shaped and sized passenger spaces may be provided on a given aircraft or on different aircraft. By way of particular example, it is noted that the cabin shape at the front of an aircraft may make it appropriate to have different shaped and sized passenger spaces in the front row compared to successive rows. The room3is characterised by two key pieces of furniture, namely a passenger chair5and a bed7, that are positioned within the passenger space9as separate units that can be used at the same time without one unit interfering with or restricting the full range of operations of the other unit and vice versa. It is noted that, other than the requirement for the two key pieces of furniture described in the preceding sentence, the invention is not confined to the particular layout of the furniture in the room shown in the Figures. This independent functionality of the chair5and the bed7is achieved by appropriate selection of the room size and shape and appropriate selection of the positions of the chair5and the bed7in the room. The room3is defined by a perimeter wall that encloses the passenger space9. The perimeter wall includes a section of a side11aof the aircraft and an internal wall with wall sections11b,11c, and11d. The section11aof the aircraft side of the perimeter wall includes two aircraft windows21(seeFIGS.6,10,11). The wall section11bis parallel to the section11aof the aircraft side. The wall section11bincludes an opening for passenger access. The room3includes a door13mounted for sliding movement within the opening. The wall section11bincludes a cavity15on one side of the door opening to receive the door13when the door13is in an open position. The door13may be supported for sliding movement on any suitable tracks (not shown) or otherwise. The wall sections11c,11dare parallel to each other and extend between the section11aof the aircraft side of the perimeter wall and the wall section11bof the perimeter wall. It is evident fromFIGS.6,10,11that the wall sections11b,11c,11dare quite high, creating a real sense of privacy within the room3. The wall height may be selected as required. When the door13is closed, the closed door13and the perimeter wall11a,11b,11c,11ddefine an enclosed and private space. The chair5is adapted to swivel about a vertical axis to allow a passenger to move the chair5in an arc to position the chair5in a number of functional positions shown inFIGS.1-3and5and described further below. The chair5is also adapted to recline between an upright position (seeFIG.1) and a reclined position (seeFIG.3). The chair5can rotate more than 90 degrees other than during taxi, take-off and landing (TTOL). Current aviation regulations require that the chair5be facing forward for TTOL. The chair5may be reclined up to 22 and in some instances up to 30 during TTOL. The chair5has the following features.The chair5may be any suitable chair. By way of example, the chair5may be an authentic leather chair upholstered by Poltrona Frau.FIG.1shows the functionality of the chair5to rotate up to 135 (and up to 270 for Rooms1A/F), thereby providing significant freedom of chair movement.Whilst not shown in the Figures, the chair5can be certified for up to 22 and in some instances for up to 30 recline during TTOL.TTOL aside, the chair back is capable of reclining up to 45.The chair5also has a leg rest that can be inclined up to 89 and retracted up to 15, so as to provide maximum comfort for passengers of all heights.All chair rotation, chair back recline and leg rest incline described above are electronically actuated and controlled by a Seat Control Unit (SCU) located in the left arm rest of the chair5.The SCU has a capacitive touch screen that provides haptic feedback. The bed7is moveable between a vertical stowed position against the section11cof the perimeter wall (seeFIG.1) that has a minimal footprint in the passenger space9and an operative position (seeFIG.4) in which the bed7defines a sleeping platform within the passenger space. The bed7is positioned to extend inwardly of and along the length of the section11cof the aircraft side into the passenger space when the bed7is in the operative position. This orientation is perpendicular to the length of the aircraft. The bed7is positioned vertically against the wall section11cwhen the bed7is in the stowed position and thereby minimizes the footprint of the bed7in the room. The headrest of the bed7has adjustable recline positions, up to 45°. This is shown inFIG.11. Passengers can easily manually adjust the headrest's recline via a lever (not shown) located on the bed. In addition to the above-mentioned chair5and bed7, the other furniture items include the following items.(a) A credenza17is positioned to extend along a section of the section11aof the aircraft side. The credenza17includes a flat work surface51and at least one compartment (not shown) for storing items, as may be required by a passenger. The chair5and the credenza17are positioned relative to each other so that when the passenger is seated on the chair5, the passenger can conveniently swivel the chair5to position himself or herself to face the credenza17and the aircraft window21above the credenza17—seeFIGS.6and10. In this position, the passenger can readily access the storage compartment(s) in the credenza17.(b) A wardrobe19is positioned in the corner of the wall sections11b,11cagainst these wall sections. The wardrobe19can be accessed via an opening (not shown) in a short side of the wardrobe19adjacent the door opening.(c) A side ledge23is positioned adjacent the door opening13within the swivel range of the chair5. The side ledge23is a convenient surface for a passenger to use when the chair5is in the positions shown inFIGS.1and2.(d) The side ledge23houses a fold-out table25in a vertical stowed orientation. A passenger can lift and fold the table25to an operative position shown inFIG.2in relation to the chair5shown in the position ofFIG.2. In this position, a passenger seated on the chair5can use the fold-out table25as a work or a meals/drinks platform.(e) A video monitor27is positioned in the same corner as the wardrobe19and is mounted to the wardrobe19. The video monitor is mounted for rotation about a vertical pivot axis29so that the video monitor can be viewed conveniently when a passenger is in the chair5when positioned in the orientation shown inFIG.3or when the passenger is on the bed7when the bed is in the operative position shown inFIG.4.(f) A plurality of wall lamps31in the form of ambient and task light units are positioned in a number of locations in the room. By way of example, two wall lamps31are positioned on the section11aof the aircraft side of the perimeter wall (seeFIG.10). Each wall lamp31integrates an ambient light41and a task light43. The task light43is designed to be a movable part that can be pulled out, rotated and stowed back into the lamp, in order to suit all reading/working angles. More particularly, the task light43is movable between a stowed position shown inFIG.9and multiple operative positions as shown in the centre and the right hand images in the line of three images inFIG.10. It is clear from these images that the task light43can be tilted upwardly/downwardly and from side to side. The ambient lamp41and the task light43have a range of intensities (low, medium, high) that can be controlled separately, so as to cater to all purposes and moods. The ambient lamp41and the task light43(and their 3 levels of light intensities) can be controlled independently by a Wireless Seat Control Unit (WSCU), which may be any suitable size, such as the size of an iPad tablet. Each wall lamp31also includes a capacitive switch (not shown) on the bottom right hand corner of the lamp. The switch is programmed to cycle through available light settings options of the wall lamp, so that a passenger can manually control the lamps via these switches and from the WSCU.(g) A bed storage cassette33is provided for storing the bed7in the vertical orientation along a longer edge of the bed7in the stowed position. The cassette33is positioned against the wall section11cof the perimeter wall. The cassette33includes a cavity for receiving and housing the bed7in the stowed position and a cantilever assembly and fixed support members35(described in paragraph (h) below) for supporting the bed7in the operative position shown inFIG.4.(h) Support members35are provided to support the bed7when the bed7is in the operative position shown inFIG.4. The support members35are elongate members at opposite ends of the bed7that support the bed7at least substantially across the width of the bed ends.(i) The bed7includes a lift-assist mechanism (not shown) for assisting movement of the bed from the stowed position to the operative position. The lift-assist mechanism is located at opposite ends of the bed7and is mounted to and supported by the perimeter wall. The lift-assist mechanism includes one or more than one spring unit that is in an extended position when the bed is in the stowed position that provides a positive upward force to assist movement of the bed from the stowed position to the operative position. The spring unit(s) may be a spring retractable reel unit that includes a coiled spring fixed to the perimeter wall and a line that connects the coiled spring and the bed. The lift-assist mechanism has the effect of making the bed7seem lighter than it is during deployment form the stowed position to the operative position.(j) A platform37is positioned adjacent the credenza17against the section11aof the aircraft side of the perimeter wall. The platform37is below the level of the bed7when the bed is in the operative position shown inFIG.4. The platform37may be used for storage.(k) The wall section11cof the perimeter wall defines a common wall between adjacent rooms in the embodiment shown in the Figures. In the embodiment shown in the Figures, the wall section11cmay be formed as an extendible/retractable wall with a base panel45that defines a cavity for two additional panels47,49, with the panels47,49connected together and arranged to telescope between a fully retracted position with the panels47,49within the base cavity panel45and a fully extended position with the panels47,49extending upwardly and defining the full height of the common wall. It can be appreciated that when the panels47,49are in the fully retracted position, the two adjacent rooms are opened up to form a double-room, With this arrangement, the beds7in the rooms can be moved from the stowed positions with the beds located in the cassettes33to operative positions in which the beds7form a double bed as shown inFIG.11.FIG.12a-12fincludes a series of diagrams that illustrate the common wall in the retracted and extended positions and the beds7in the stowed and operative positions. One feature of the room that is not described in detail above is that the room is a technologically advanced room in terms of allowing a passenger to control multiple options, such as lighting, VIDEO MONITOR, etc. from controllers described above as the Seat Control Unit (SCU) located in the left arm rest of the chair5and the Wireless Seat Control Unit (WSCU), which may be essentially of the size of an iPad tablet. In addition, the room includes power access for laptops and other electronic devices. It is evident from the above description of the embodiment shown in the Figures and from the Figures themselves that there is considerable flexibility in the options available to a passenger in the room. By way of example, the room has the following advantagesAn authentic leather chair5with the comfort level of a home couch can be provided, which passengers can both swivel and recline, instead of being limited to a typical forward-facing direction, passengers can rotate the chair5to the direction of their desire, be it facing the window, side table23, video monitor27, bed7, credenza17, or anywhere in between.A full single-sized bed7is deployable next to the chair5which allows passengers to easily move to a more relaxed/sleeping position without the trouble of having to operate any buttons/switches or transforming his/her chair into a bed, which can be likened to seamlessly moving from one's office to bedroom.The chair5and the bed7are positioned within the passenger space9as separate units that can be used at the same time without one unit interfering with or restricting the full range of operations of the other unit and vice versa.The room has sufficient space for passengers to invite a fellow passenger over for a chat over tea, or even dine together.Couples flying together can enjoy a private sanctuary that allows them to sleep comfortably next to each other. It will be appreciated by persons skilled in the art that numerous variations and modifications may be made to the above-described embodiments, without departing from the scope of the following claims. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods and materials similar or equivalent to those described herein can also be used in the practice or testing of the present invention, a limited number of the exemplary methods and materials are described herein. It is to be understood that, if any prior art publication is referred to herein, such reference does not constitute an admission that the publication forms a part of the common general knowledge in the art, in Australia or any other country. In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word “comprise” or variations such as “comprises” or “comprising” is used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention. | 15,505 |
11858640 | DETAILED DESCRIPTION FIG.1shows a perspective view of two adjacent aircraft suites100a,100b, in accordance with a first embodiment of the invention. Each suite100a,100b(generally,100) includes a seat110, comprising a seat pan111and a backrest112. Also provided is a life vest container114located under the seat110. Not seen inFIG.1, is an ottoman113located opposite the seat110, which provides a footrest function for a passenger sat in the seat110. The ottoman113may also make up part of a bed surface when the seat110is moved to a bed configuration. The seat110is contained within a substantially oval-shaped shroud121that defines the boundary of the aircraft suite100. The shroud121extends around the seat110. The shroud121has a gap where an entrance/exit area101to the suite100is provided. This entrance/exit101leads to an open area102in front of the seat110and between the seat110and the ottoman113. Each suite100also has a privacy screen122as a moveable partition of the shroud121. Each suite also comprises at least one passenger storage area131and a table123. The suite100is also provided with a heating/cooling system143, a lighting system141and also a warning light/message light system142. The suite comprises a control unit (not shown), which is connected to the heating/cooling system143, the lighting system141and the warning/message light system142. It is also connected to a deployment/stowage mechanism (not shown) of the seat110. The controller is able to control the heating/cooling system143, the lighting system141, the warning/message light system142and the deployment/stowage mechanism (not shown) of the seat110. The suite also comprises a sensor assembly (200, not shown inFIG.1, but described in more detail in relation toFIG.2). The sensor assembly measures a distance within the suite (between two locations within the suite) and provides a distance input (which is indicative of the distance measured) to a distance input receiver of the controller. The controller does the controlling of the systems based on a logic condition it receives from a logic condition receiver of the controller and the distance input it receives from the distance input receiver of the controller. FIG.2shows a schematic view of a sensor arrangement200used with the aircraft suite ofFIG.1and other Figures. The sensor arrangement200comprises a signal emitter201and a signal receiver202mounted adjacent each other on a first surface204within the aircraft suite100. The signal emitter emits an infrared signal205that is reflected by an object203, as reflected signal206, back to the signal receiver202. The signal emitter201and signal receiver202are connected such that the time lag between the signal being emitted and then being received is known. That time lag corresponds to a distance207(from the sensor arrangement200to the object203) that is being measured, the sensor arrangement200is then able to provide the distance input (corresponding to the distance measured207) to the distance input receiver of the controller. In the following figures, specific examples of the control function of various aircraft suites100will be given. These examples are illustrated with aircraft suites100that differ from the design of suite100inFIG.1. However, the features of the suites are similar, unless otherwise stated, and so will be described with reference to like reference numerals. In each example, the sensor (or sensor arrangement) is illustrated by reference numeral200(or200a,200bif more than one sensor is provided in the suite). This corresponds to the sensor arrangement200inFIG.2. FIG.3ashows a side view of part of an aircraft suite100according to a second embodiment of the invention, the view showing a seat110in an upright (seat) configuration. Behind the seat110is located a part of the suit shroud121. In front of the seat100is located the ottoman113. As can be seen in this Figure, there are two sensors200a,200bpresent. One,200a, is located on the shroud121behind the seat110at a height corresponding to the height of the headrest of the seat110. It measures the distance from the shroud121to the object nearest to it in the direction of the headrest. The other,200b, is located near the ottoman113. It measures the distance from the sensor200bto the nearest object in the direction of the ottoman113. When the seat is being deployed so as to move towards its bed configuration, the “logic condition” input of the aircraft suite state of “furniture being deployed” is sent to the logic condition input of the controller. If the distance measured by the sensor200acorresponds to the expected distance of the headrest, the distance input sent to the distance input receiver of the controller is such that the controller does not stop the deployment motion. However, if, for example a passenger arm is placed in between the back of the headrest and the shroud121, the distance measured would be less than expected and the distance input sent would be such as to cause the controller to cease the deployment motion by the deployment mechanism of the seat110. If the arm, or other object, is then moved out of the way of the sensor200a, the deployment motion may be re-commenced. FIG.3bshows a side view of the seat inFIG.3a, in a reclined (partial bed) configuration. Here, it can be seen that a leg portion of the seat110is approaching the ottoman113. When the seat is being deployed so as to move further towards its bed configuration, the “logic condition” input of the aircraft suite state of “furniture being deployed” is sent to the logic condition input of the controller. If the distance measured by the sensor200bcorresponds to the expected distance of the ottoman, the distance input sent to the distance input receiver of the controller is such that the controller does not stop the deployment motion. However, if, for example a passenger foot is placed in between the back of the ottoman113and the sensor200b, the distance measured would be less than expected and the distance input sent would be such as to cause the controller to cease the deployment motion by the deployment mechanism of the seat110. If the foot, or other object, is then moved out of the way of the sensor200b, the deployment motion may be re-commenced. FIG.4shows a perspective view of an aircraft suite100, in accordance with a third embodiment of the invention. Here, a piece of luggage203is located in the open area102of the suite100. A sensor200(not shown) is used to measure the distance207from a location underneath the table123, where the sensor200is, in a direction towards the luggage203. As the sensor200would then detect a distance less than expected, this distance input is sent to the distance input receiver of the controller. As the aircraft, at that time, is in an aircraft state of “ready for TTL”, this logic condition input is sent to the logic input receiver of the controller. The controller is programmed, in the scenario of both of those inputs, to ensure a warning light or message is displayed by the warning light/message system142. This alerts the passenger to the fact that they should place the luggage203elsewhere. FIG.5shows a perspective view of part of an aircraft suite100, in accordance with a fourth embodiment of the invention. Here, a passenger203is located on the seat110. A sensor200is used to measure the distance from a location opposite the seat110, above the ottoman113, where the sensor200is, in a direction towards the seat110. As the sensor200would then detect a distance207less than expected, because of the presence of the passenger203in the seat110, this distance input is sent to the distance input receiver of the controller. As the aircraft, at that time, is in a state of “in flight”, this logic condition input is sent to the logic input receiver of the controller. The controller is programmed, in the scenario of both of those inputs, to provide a heating or cooling function through the heating/cooling system143. The arrangement ofFIG.5may also be used to detect when a passenger is or is not in the seat for a different purpose. For example, if the passenger is not in the seat and the logic condition input is the aircraft state of “ready for TTL” or “experiencing turbulence” (possibly in combination with an input indicating that the seat is booked for the flight), a warning light or message may be displayed within the suite100. FIG.6shows a perspective view of an aircraft suite100, in accordance with a fifth embodiment of the invention. Here, the table123is deployed. A sensor200(not shown) is used to measure the distance207from a location opposite the seat110, above the ottoman113, where the sensor200is, in a direction towards the table123. As the sensor would then detect a distance207less than expected, because of the deployed configuration of the table123, this distance input is sent to the distance input receiver of the controller. As the aircraft, at that time, is in an aircraft state of “ready for TTL”, this logic condition input is sent to the logic input receiver of the controller. The controller is programmed, in the scenario of both of those inputs, to ensure a warning light or message is displayed by the warning light/message system142. This alerts the passenger to the fact that they should stow the table123. FIG.7ashows a perspective view of an aircraft suite100, in accordance with a sixth embodiment of the invention. Here, there are no objects in storage area133under the ottoman113. A sensor200is located within the storage area133and is used to measure the distance207from the sensor200on one side of the area133to the other side of the area133. As the sensor200detects a distance207as expected (i.e. with no luggage/other objects in the way), this distance input is sent to the distance input receiver of the controller. As the aircraft, at that time, is in an aircraft state of “landed”, this logic condition is sent to the logic input receiver of the controller. The controller is programmed, in the scenario of the logic condition being “landed” and the distance207being less than expected (because of a piece of luggage204, in the area133, for example) to ensure a warning light or message is displayed by the warning light/message system142. This alerts the passenger to the fact that they should remember to remove their luggage on disembarking the aircraft. In the case here, there is no luggage in area133so no warning light or message is displayed, despite the logic condition input being “landed”. FIG.7bshows a plan view of an aircraft suite100, in accordance with a seventh embodiment of the invention. Here, there are two storage areas131,132, each with a sensor associated with them,200aand200brespectively. These sensors200a,200band the control function works in a similar way to that described above in relation toFIG.7a. FIG.8shows a perspective view of part of an aircraft suite100, in accordance with an eighth embodiment of the invention. Here, a sensor200is located in a lifejacket compartment114under the seat110. The sensor200is used to measure the distance207from a location on one side of the lifejacket compartment towards the other side. If the lifejacket is not present in the compartment114the sensor200would then detect a distance longer than expected and this distance input is sent to the distance input receiver of the controller. As the aircraft, at that time, is in an aircraft state of “lifejacket inspection check”, this logic condition is sent to the logic input receiver of the controller. The controller is programmed, in the scenario of both of those inputs, to ensure a warning light or message is displayed by the warning light/message system142. This alerts the inspection crew to the absence of the lifejacket from the compartment114. FIG.9shows a plan view of an aircraft suite100, in accordance with a ninth embodiment of the invention. Here, there are two sensors200a,200bboth located on one side of the entrance/exit101to the suite100. They detect the distance from their location towards the nearest object on the other side of the entrance/exit101. Hence, when a passenger crosses the entrance/exit, the distance input receiver receives an input that indicates that a passenger has done so. If the logic condition input relates to the aircraft state of “boarding” the controller is programmed to control display of a welcome message or a welcome lighting display. Having two sensors200a,200benables the controller to work out whether the passenger is entering or exiting the suite100. The controller may only display the welcome message/lighting upon the passenger entering. The arrangement ofFIG.9may also be used to detect when a passenger exits or enters the suite during a night phase of the flight. The controller can then provide subtle lighting to allow the passenger to find their way in/out of the suite easily. The logic condition input that is used in this example may be a cabin state of “lights dimmed for night-time”, a suite state of “seat in bed configuration”, or a suite state of “lights low/off” or a combination of all three. FIG.10shows a schematic view of the control arrangement for use within any of the aircraft suites described. The control arrangement comprises multiple inputs (on the left hand side of the figure), a controller (in the middle) and a number of outputs (on the right hand side). A number of distance sensors (1 to n) (reference numeral200), provide a distance input to the distance receiver of the controller. A logic condition input (either the aircraft status, cabin status or suite/seat status) is provided to a logic condition receiver of the controller. An inspection panel may provide the aircraft status. A crew panel may provide the aircraft status and/or the cabin status. A control unit of the controller is programmed to provide a certain output signal, on the basis of the distance input received by the distance receiver and the logic condition input received by the logic condition receiver. The output signal is sent to any of a number of actuators or lights, such as lighting system141and/or warning light/message light system142, or a passenger control unit, suite comfort system, such as heating/cooling system143, suite display and/or aircraft network. The aircraft network can provide the output signal to a crew information panel or an inspection panel. Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described. The controller may be connected to a warning light/warning message display system outside of the aircraft suite100, For example, such a warning etc. may be displayed to a member of aircraft or inspection crew on a centralized panel showing the relevant warning etc. for a number of different aircraft suites. The signal emitter201and signal receiver202of the sensor200may be located to different surfaces within the suite, as opposed to being mounted adjacent each other on the same surface204. The signal emitted and received may be an ultrasound signal, rather than an infra-red signal. It may instead be any suitable frequency signal. The heating/cooling system143may comprise an air conditioning system, a heating device, a cooling device, a circulation system, or any combination of these. Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments. It should be noted that throughout this specification, “or” should be interpreted as “and/or”. | 16,437 |
11858641 | DETAILED DESCRIPTION Aspects disclosed herein present systems and methods for controlling moisture on board an aircraft. Rather than adding expensive and heavy single-purpose moisture control equipment and ducting, the disclosed systems and methods reuse components of and ducting of an aircraft's environmental control system to provide moisture control. Many aircraft include environmental control systems to generate and distribute conditioned air within the aircraft. Such environmental control system are often able to control both the temperature and the humidity level of the conditioned air that is distributed within the aircraft. Generally, such systems route the conditioned air in a manner that provides for the comfort of passengers and crew (and in some cases cargo), rather than for maintenance purposes, such as moisture control. In the disclosed systems, control features, such as vents and valves, are added to the environmental control system to enable re-routing of air via ducting of the environmental control system for moisture control. The added control features are significantly lighter and cheaper than dedicated drying equipment and associated ducting. Accordingly, the weight and cost of aircraft using the disclosed systems and methods for moisture control is less than the weight and cost of a similar aircraft that uses dedicated drying equipment and ducting for moisture control. Further, the disclosed systems and methods can improve operational flexibility of aircraft operators because the disclosed systems are light enough to be cost effective even on routes associated with relatively little condensation. The figures and the following description illustrate specific exemplary embodiments. It will be appreciated that those skilled in the art will be able to devise various arrangements that, although not explicitly described or shown herein, embody the principles described herein and are included within the scope of the claims that follow this description. Furthermore, any examples described herein are intended to aid in understanding the principles of the disclosure and are to be construed as being without limitation. As a result, this disclosure is not limited to the specific embodiments or examples described below, but by the claims and their equivalents. Particular implementations are described herein with reference to the drawings. In the description, common features are designated by common reference numbers throughout the drawings. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and/or logically distinct, the same reference number is used for each. In some cases, such as where the features are separately referred to in the following description, the different instances are distinguished by addition of a letter to the reference number. When the features as a group or a type are referred to herein (e.g., when no particular one of the features is being referenced), the reference number is used without a distinguishing letter. However, when one particular feature of multiple features of the same type is referred to herein, the reference number is used with the distinguishing letter. For example, referring toFIG.2C, multiple air conditioning packs are illustrated and associated with reference numbers150A and150B. When referring to a particular one of these air conditioning packs, such as the first air conditioning pack150A, the distinguishing letter “A” is used. However, when referring to any arbitrary one of these air conditioning packs or to these air conditioning packs as a group, the reference number150is used without a distinguishing letter. As used herein, various terminology is used for the purpose of describing particular implementations only and is not intended to be limiting. For example, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. Further, some features described herein are singular in some implementations and plural in other implementations. To illustrate,FIG.1depicts an aircraft100including one or more air conditioning packs (“air conditioning pack(s)”150inFIG.1), which indicates that in some implementations the aircraft100includes a single air conditioning pack150and in other implementations the aircraft100includes multiple air conditioning packs150. For ease of reference herein, such features may be introduced as “one or more” features, and subsequently referred to in the singular unless aspects related to multiple of the features are being described. The terms “comprise,” “comprises,” and “comprising” are used interchangeably with “include,” “includes,” or “including.” Additionally, the term “wherein” is used interchangeably with the term “where.” As used herein, “exemplary” indicates an example, an implementation, and/or an aspect, and should not be construed as limiting or as indicating a preference or a preferred implementation. As used herein, an ordinal term (e.g., “first,” “second,” “third,” etc.) used to modify an element, such as a structure, a component, an operation, etc., does not by itself indicate any priority or order of the element with respect to another element, but rather merely distinguishes the element from another element having a same name (but for use of the ordinal term). As used herein, the term “set” refers to a grouping of one or more elements, and the term “plurality” refers to multiple elements. As used herein, “generating,” “calculating,” “using,” “selecting,” “accessing,” and “determining” are interchangeable unless context indicates otherwise. For example, “generating,” “calculating,” or “determining” a parameter (or a signal) can refer to actively generating, calculating, or determining the parameter (or the signal) or can refer to using, selecting, or accessing the parameter (or signal) that is already generated, such as by another component or device. As used herein, “coupled” can include “communicatively coupled,” “electrically coupled,” or “physically coupled,” and can also (or alternatively) include any combinations thereof. Two devices (or components) can be coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) directly or indirectly via one or more other devices, components, wires, buses, networks (e.g., a wired network, a wireless network, or a combination thereof), etc. Two devices (or components) that are electrically coupled can be included in the same device or in different devices and can be connected via electronics, one or more connectors, or inductive coupling, as illustrative, non-limiting examples. In some implementations, two devices (or components) that are communicatively coupled, such as in electrical communication, can send and receive electrical signals (digital signals or analog signals) directly or indirectly, such as via one or more wires, buses, networks, etc. As used herein, “directly coupled” is used to describe two devices that are coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) without intervening components. FIG.1Ais a diagram illustrating various regions and structures of an aircraft100according to a particular example, andFIG.1Bis a block diagram that illustrates components of a moisture control system of the aircraft100. In the example illustrated inFIG.1A, the aircraft100includes a fuselage102, and wings184and control surfaces186are coupled to the fuselage102. Additionally, one or more engines170are coupled to the wings184, the fuselage102, or both. The fuselage102is divided into various functional regions, including a crown region104, a cabin region108, and a lower region112. In the particular example illustrated, the functional regions also include a cockpit region180and an aft region182. In other examples, the cockpit region180, the aft region182, or both, are combined with one of the other regions. The various regions are separated from one another by bulkheads, walls, and other similar structures. The aircraft100can also include insulation132to reduce heat and noise transfer between the various regions of the aircraft100as well as between an interior of the aircraft100and an ambient environment around the aircraft100. InFIG.1B, the crown region104is separated from the cabin region108by a cabin ceiling structure106, and the lower region112is separated from the cabin region108by a cabin floor structure110. Generally, the cabin region108is configured to support transportation functions, and the crown region104and the lower region112house equipment to support operation of the aircraft100. To illustrate, in the example illustrated inFIG.1B, the cabin region108includes seating144to accommodate passengers and crew and includes stowage146to accommodate cargo. In other examples, the stowage146or a portion of the stowage146is located in another of the regions of the aircraft100, such as in the lower region112or the aft region182. The cabin region108also includes cabin vents140to provide conditioned air into the cabin region108. As a further illustration, inFIG.1B, the crown region104includes ducts122, such as one or more of an overhead supply duct124, or a ventilation duct225as illustrated inFIGS.2A-2D, a return air duct126as illustrate inFIG.2C, or combinations thereof. The crown region104also includes vents114coupled to the ducts122. The crown region104further includes one or more sensors134, such as one or more temperature sensors135, one or more humidity sensors136, one or more insulation moisture sensors138, or a combination thereof. InFIG.1B, the crown region104also includes one or more valves128that can be moved between multiple valve positions130to route airflow in one or more of the ducts122to one or more of the vents114,140. Further, in the example illustrated inFIG.1B, the lower region112includes one or more air conditioning packs150coupled, via one or more risers156, to one or more of the ducts122. In some implementations, the lower region112includes one or more fans152, such as one or more recirculation fans, that are coupled to the riser(s)156via a mixer. In such implementations, the mixer154mixes recirculation air and conditioned pack air for distribution via one or more of the ducts122. In some implementations, the lower region112also a heater153, distinct from the air conditioning pack(s)150, to heat air used for controlling moisture in the aircraft100. In some implementations, the lower region112also includes one or more valves158that can be moved between multiple valve positions160to route airflow. The lower region112can also house a control system162that is coupled to the valve(s)128, to the valve(s)158, or both, and configured to generate signals (e.g., valve actuation signals) to control the positions of one or more of the valves128,158or to control other systems or components illustrated inFIG.1. In other implementations, the control system162is housed in another region of the aircraft100or distributed over several regions of the aircraft100. In still other implementations, the valve(s)128, the valve(s)158, or both, are manually controlled, and the control system162is omitted or not coupled to the manually controlled valves. The control system162includes or corresponds to a special-purpose computing device, a specially-programmed general-purpose computing device, a set of logic and control circuits, a field programmable gate array, an application specific integrated circuit, or another hardware device. In particular implementations, the air conditioning pack(s)150are coupled to the engine(s)170, to an auxiliary power unit (“APU”)164, or both. In such implementations, the engine(s)170or the APU164provides compressed air to the air conditioning pack(s)150, and the air conditioning pack(s)150adjust the temperature (and the humidity level) of the compressed air to generate conditioned pack air. For example, the air conditioning pack(s)150can include heat exchangers, compression stages, expansion stage, or combinations thereof, to adjust the temperature of the compressed air. Further, in some implementations, compressed air cooled via the air conditioning pack(s)150can be mixed with compressed air that has not been cooled to adjust the temperature of the conditioned pack air to a target set point. In some implementations, the compressed air includes or corresponds to bleed air from the engine(s)170or the APU164. In other implementations, the engine(s)170or the APU164electrically, pneumatically, hydraulically, or mechanically drive a compressor to generate the compressed air. In some implementations, the aircraft100includes a connector166that is configured to connect an off-board air source168to an environmental control system of the aircraft100. The off-board air source168can supply conditioned air to the aircraft100independently of, or in conjunction with, on-board air conditioning system, such as the air conditioning packs150. For ease of reference herein, the engine(s)170and the APU164are collectively and individually referred to herein as on-board compressed air sources (such as on-board compressed air sources165illustrated inFIGS.2A-2D). Thus, the term “on-board compressed air source” refers to an engine170or an APUs164, and the plural form of the term (i.e., “on-board compressed air sources”) refers to multiple engines170, or multiple APUs164, or a group including one or more engines170and one or more APUs164. Further, for ease of reference, the fans152, and the on-board compressed air sources are referred to herein collectively and individually as on-board air sources167to distinguish from the off-board air source168. Thus, the term “on-board air source” refers to a fan152, an engine170, or an APU164, and the plural form of the term (i.e., “on-board air sources”) refers to multiple fans152, multiple engines170, or multiple APUs164, or a group that includes two or more devices selected from fan(s)152, engine(s)170, and APU(s)164. The aircraft100also includes an outflow valve120, which is illustrated in the lower region112inFIG.1B. The outflow valve120is used to control pressure within the aircraft100. In some implementations, the outflow valve120is a passive valve that opens responsive to a pressure differential between inside and outside the aircraft100. In other implementations, the outflow valve120is actively controlled (e.g., via control signals from the control system162, or is operable actively or passively. The locations of the various components shown in the crown region104, the cabin region108, or the lower region112inFIG.1Bare merely illustrative and are not limiting. For example, some of the component shown in the crown region104, the cabin region108, or the lower region112can extend to other regions of the fuselage102. To illustrate, one or more of the ducts122can include portions within the crown region104and portions within the cabin region108, the lower region112, or another region. In another example, the crown region104, the cabin region108, or the lower region112can include additional components in particular implementations, such as implementations described with reference toFIGS.2A-2D. In yet another example, the one or more of the components shown in the crown region104, the cabin region108, or the lower region112are optional in some implementations. To illustrate, some or all of the valves128can be omitted from the crown region104in the implementation described with reference toFIG.2C. During operation in a first mode, the control system162(or another component) controls the valve positions130of the valves128, the valve positions160of the valves158, the fan(s)152, the air conditioning pack(s)150, the heater153, other components of the aircraft100, or a combination thereof, to causes the cabin vents140to provide conditioned air from the one or more of the ducts122to the cabin region108. The temperature and humidity level of the conditioned air is controlled for passenger/crew comfort or cargo requirements. In a particular implementations, the conditioned air is supplied to an overhead supply duct124(shown inFIGS.2A-2D) via the risers156and is typically a mixture of return air from recirculation fan(s)252(shown inFIGS.2A-2D) and fresh conditioned pack air from the air conditioning pack(s)150. During operation on the ground, the conditioned air can be derived from the off-board air source168. Thus, the first mode corresponds to typical commercial operation of the aircraft100to facilitate passenger or cargo transport. During operation in a second mode, the control system162(or another component) controls the valve positions130of the valves128, the valve positions160of the valves158, the fan(s)152, the air conditioning pack(s)150, the heater153, other components of the aircraft100, or a combination thereof, to causes drying air vents116(shown inFIGS.2A-2D) to provide drying air to the crown region104. As described above, in some implementations, the valves128,158can be manually controlled. The drying air is generally warmer and dryer than the conditioned air provided for passenger comfort. For example, in some implementations, the conditioned air for passenger comfort has a temperature in the range of about 18° C. to about 29° C. and a relative humidity in the range of about 10% to about 40%; however, the drying air has temperature of about 32° C. or more and a relative humidity of less than 10% (e.g., 5% or less). In some implementations, as described further with reference toFIGS.2A and2B, the drying air is supplied to the drying air vents116from the overhead supply duct124via the risers156. In other implementations, as described further with reference toFIG.2C, the drying air vents116are combined with return air vents118(shown inFIG.2C), and at least a portion of the drying air is supplied to the drying air vents116from the return air duct126. In some implementations, the drying air is supplied to the drying air vents116from an air source in another region of the fuselage, such as the cabin region108(as described with reference toFIG.2D), or the lower region112(as described with reference toFIGS.2A-2D). The first mode of operation is used during typical commercial operation of the aircraft100to facilitate passenger or cargo transport; thus, the first mode is also referred to herein as a “normal mode” of operations. The second mode of operation is used during maintenance of the aircraft100(e.g., during a drying operation); thus, the second mode is also referred to herein as a “drying mode” of operations. In some implementations, the control system162schedules, suggests (e.g., via information presented via the user interface device142), or automatically initiates the drying mode of operation based sensor data from the sensors134. For example, in a particular implementation, the control system162determines based on sensor data (e.g., sensor data202shown inFIGS.2A-2D) whether detected moisture satisfies (e.g., is greater than or equal to) a threshold moisture level. In this example, the control system162initiates a drying operation, schedules the drying operation, or recommends the drying operation based on a determination that the detected moisture satisfies the threshold moisture level. Alternatively, the control system162may only initiate a drying operation in certain conditions, such as when the aircraft100is not in flight or when the aircraft100is in flight but other conditions are satisfied. To illustrate, the control system162may initiate the drying operation when the aircraft100is in flight with aircraft occupancy conditions that satisfies occupancy criteria. In this illustrative example, the occupancy criteria are selected to be satisfied when the aircraft occupancy conditions are such that the moisture control system200is able to provide drying air without failing to satisfy demand for conditioned air in the cabin region108. In still other implementations, maintenance personnel manually initiate operation in the drying mode, such as by manually positioning particular valves128,158and supplying drying air from the off-board air source168. In some implementations, the first mode and the second mode are mutually exclusive. That is, at any given time, the aircraft100can operate in the first mode or the second mode, but not both. However, in other implementations, the first mode and the second mode can be used concurrently or simultaneously. For example, a first air source (e.g., a first air conditioning pack150A inFIG.2C) can provide conditioned air to the cabin vents140and, at the same time, a second air source (e.g. a second air conditioning pack150B inFIG.2C) can provide drying air to the drying air vents116. Using the ducts122of the aircraft100both to route air for the normal mode of operation and to route air for the drying mode of operation enables moisture control, especially in the crown region104, without the extra weight and space requirements of dedicated drying air ducts and equipment. The control features included in the aircraft100to enable this dual use of the ducts122are significantly lighter and cheaper than dedicated drying equipment and associated ducting. Accordingly, the weight and cost of aircraft100can be less than the weight and cost of a similar aircraft that uses dedicated drying equipment and ducting for moisture control. Further, the disclosed systems and methods can improve operational flexibility of aircraft operators because the disclosed systems are light enough to be cost effective even on routes associated with relatively little condensation. FIGS.2A-2Dare diagrams that illustrate portions of the aircraft100(e.g., the cabin ceiling structure106, the cabin floor structure110, the crown region104, the cabin region108, and the lower region112) ofFIGS.1A and1Band various examples of moisture control systems200. InFIGS.2A-2D, various components of the moisture control system200are illustrated as blocks. For example, the sensor(s)134, the insulation132, the outflow valve120, the UI device(s)142, the control system162, recirculation fan(s)252, the mixer154, the air conditioning pack(s)150, the engine(s)170, and the off-board air source168are illustrated as blocks within respective regions104,108,112of the aircraft100or external to the aircraft100. InFIGS.2A-2D, control and communication lines are illustrated using dotted lines. For example, a dotted line connecting the sensor(s)134to the control system162corresponds to a communication line used to send sensor data202from the sensor(s)134to the control system162. Various air flows inFIGS.2A-2Dare illustrate using arrows indicating the general direction of the corresponding airflow. For example, an airflow corresponding to compressed air222is illustrated by an arrow pointing from the on-board compressed air sources165toward the air conditioning pack(s)150. The normal mode of operation is the same for each of the various examples of the moisture control system200. For example, during the normal mode of operation, one or more of the on-board compressed air sources165provides the compressed air222to the air conditioning pack(s)150. Alternatively, the off-board air source168can provide conditioned air to the connector166. The air conditioning pack(s)150condition the compressed air222to adjust the temperature and humidity of the compressed air222to generate conditioned pack air224. For example, the air conditioning pack(s)150can pass the compressed air222through various heat exchange, compress, and expansion stages to adjust the temperature and humidity of the compressed air222. Additionally, in some implementations, raw compressed air222(e.g., bleed air) can be mixed with the conditioned pack air224to further regulate the temperature of the conditioned pack air224. The conditioned pack air224is generally mixed, in the mixer154, with recirculation air214from the recirculation fan(s)252. The recirculation air214is derived from the crown region104, the lower region112, and/or the cabin region108. If the off-board air source168is used rather than the air conditioning pack(s)150, the off-board air source168provides conditioned air (not shown) to the mixer154via the connector166. In some implementations, the off-board air source168is connected to the mixer154via one or more of the air conditioning pack(s)150. For example, the connector166can connect the off-board air source168to the air conditioning pack(s)150such that the air conditioning pack(s)150route conditioned air from the off-board air source168to the mixer154. The mixer154provides mixed air216via one or more risers156to the overhead supply duct124. The control system162controls the air conditioning pack(s)150, the recirculation fan(s)252, the heater153, the off-board air source168, other components, or a combination thereof, to adjust characteristics of the mixed air216. For example, the control system162can control the airflow rate from the recirculation fan(s)252, the airflow rate from air conditioning pack(s)150, or both, to adjust a mixing ratio to control how much fresh air (e.g., conditioned pack air224) is in the mixed air216. In this example, the conditioned pack air224generally has a different temperature than the recirculation air214, thus controlling the mixing ratio can be used to control the temperature of the mixed air216. Additionally, the conditioned pack air224generally has a lower moisture content (corresponding to a lower dew point) than recirculation air214; thus, controlling the mixing ratio can be used to control the moisture content of the mixed air216. Airflow210within the overhead supply duct124is routed, in the normal mode of operation, to cabin vents140and output via the cabin vents140as conditioned air212into the cabin region108. Although the cabin region108is separated from the crown region104by the cabin ceiling structure106, the cabin ceiling structure106is not airtight and allows airflow from the cabin region108to enter the crown region104in order to facilitate air circulation within the cabin region108. The outflow valve120can vent some air (labeled outflow air208inFIGS.2A-2D) to control the pressure within the fuselage (e.g., to offset pressure increase due to the addition of the compressed air222into the fuselage) or for other purposes, such as to remove waste air207from circulation in the fuselage. Although the outflow valve120is illustrated in the lower region112, in other implementations the outflow valve120is disposed in the crown region104, or another portion of the fuselage102. Further, in some implementations, the aircraft100includes multiple outflow valves120, such as one or more outflow valves120disposed in the crown region104and one or more outflow valves120disposed in the lower region112. In some implementations (e.g., as illustrated inFIG.2C), return air vents118capture a portion of the recirculation air214from the crown region104and direct the recirculation air214from the crown region104via a return air duct126to the recirculation fan(s)252. In other implementations (e.g., as illustrated inFIGS.2A,2B and2D), the recirculation air214circulates to the recirculation fan(s)252as a result of airflow patterns within the aircraft100. Although the return air vents118are illustrated inFIG.2Cas disposed the crown region104, in other implementations return air vents118are disposed in the lower region112, or the aircraft100includes one or more return air vents118disposed in the crown region104and one or more return air vents118disposed in the lower region112. In some implementations, the moisture control system200includes air extraction system, such as a lavatory and galley ventilation system (LGVS), that routes waste air207to the outflow valve120. For example, inFIGS.2A-2D, the moisture control system200includes one or more fans219(e.g., a LGVS fan) coupled to a ventilation duct225. The ventilation duct225is coupled to one or more extraction vents141in cabin region108. In this example, the one or more extraction vents141are positioned in lavatory areas, galley areas, or other areas within the cabin region108in which a relatively large (as compared to other areas in the cabin region108) air turnover rate is desired for odor control or for other purposes. The sensor(s)134are configured to generate sensor data202indicating moisture content of the insulation132, moisture content of sampled air (e.g., air within the crown region104), temperature, or a combination thereof. For example, the sensor(s)134can include temperature sensors, humidity sensors, insulation moisture content sensors, or a combination thereof. Additionally, although the sensor(s)134are illustrated as disposed in the crown region104, in some implementations, the aircraft100can include additional sensor134disposed in other areas, such as behind equipment panels in the cockpit region180or the aft region182, in the cabin region108, or in the lower region112. In some implementations, the control system162uses the sensor data202to determine whether a drying operation should be performed, when a drying operation is complete, or both. For example, the control system162can determine that a drying operation should be performed if the sensor data202indicates that a sensed humidity value is greater than a humidity threshold value or if the sensor data202indicates that a sensed moisture content value of the insulation132is greater than an insulation moisture content threshold value. In response to determining that a drying operation should be performed, the control system162can send an indication218to one or more of the user interface (UI) devices142. The UI device(s)142can be disposed in various regions of the aircraft. In some implementations, the UI devices142include a cockpit device, such as a display, a light, or a dial that provides a visual summary of aircraft information. Additionally or in the alternative, in some implementations, the UI devices142include a maintenance device, such as a display, a light, or a dial that provides a visual summary of aircraft information for maintenance personnel. The indication218can instruct personnel to schedule or initiate the drying operation or can notify personnel that the control system162has automatically scheduled or initiated the drying operation. A user can provide input220to the control system162to approve a scheduled drying operation, to modify (e.g., reschedule) a scheduled drying operation, to initiate a drying operation, or to override (e.g., cancel) an automatically initiated drying operation. When the drying operation is initiated (e.g., by the control system162or by a user), the control system162controls operation of various components to provide drying air206to drying air vents116. In some implementations, the control system162also controls operation one or more air sources to generate the drying air206. For example, the control system162can cause the air conditioning pack(s)150to output conditioned pack air224that is warmer and/or dryer than conditioned pack air224output during operation in the normal mode. As another example, the control system162can cause the heater153to heat air extracted from another region of the aircraft (e.g., a region other than the crown region104) to generate the drying air206. In some implementations, the control system162can also active the air extraction system to remove waste air207from the crown region104during drying operation. For example, as illustrated inFIGS.2A-2D, the air extraction system can include one or more extraction vents143coupled to the ventilation duct225, and one or more valves139are coupled between the ventilation duct225and the extraction vent(s)143. Before, during, or after initiating the drying operation, the control system162can send the valve actuation signals204to the one or more valves139to enable air from the crown region104to be drawn into the ventilation duct225via the extraction vent(s)143. The control system162also activates the fan219if the fan219is not already active. In the specific example illustrated inFIG.2A, the moisture control system200A uses the overhead supply duct124to supply the drying air206to the drying air vents116. In this example, the control system162sends one or more valve actuation signals204to the valves128. In a first valve position, the valves128block airflow210in the overhead supply duct124from exiting via the drying air vents116, and in a second valve position, the valves128allow the airflow210in the overhead supply duct124to exiting via the drying air vents116. The valves128may also be positionable to an intermediate position between the first valve position and the second valve position. InFIG.2A, to initiate a drying operation, the valve actuation signals204instruct the valves128to move to the second valve position (illustrated inFIG.2A) to allow the airflow210to exit via the drying air vents116as the drying air206. The drying air206includes the conditioned pack air224, air from the off-board air source168, the recirculation air214, or various combinations thereof. For example, when one of the on-board compressed air sources165is used, the drying air206includes the conditioned pack air224or a mixture of the conditioned pack air224and the recirculation air214. An another example, when the off-board air source168is used, the drying air206includes air from the off-board air source168or a mixture of the air from the off-board air source168and the recirculation air214. In yet another example, if another source of air is available (e.g., an open door in the fuselage), the recirculation fan(s)252and the heater153can generate the drying air206from the recirculation air214. Further, the heater153can be used to heat the recirculation air214before the recirculation air214is mixed with air from the off-board air source168or with the conditioned pack air224. In some implementations, the control system162can also cause the outflow valve120to open to vent outflow air208from the aircraft100. Alternatively, the outflow valve120can open due to pressure within the aircraft100. For example, the control system162can open the valve139to allow air in the crown region104to enter the ventilation duct225and activate the fan(s)219to move the waste air207toward the outflow valve120. In any of the situations, the drying air206removes moisture from the crown region104and insulation (e.g., by evaporating condensed moisture), and entrains the moisture in the outflow air208. In the moisture control system200A illustrated inFIG.2A, the drying air vents116are directly coupled to the overhead supply duct124, or coupled to short ducts that direct the drying air206in particular directions. In contrast, in a moisture control system200B inFIG.2B, a drying air manifold226is coupled to the overhead supply duct124, and the drying air vents116are coupled to the drying air manifold226; otherwise, the moisture control system200B operates in the same manner as the moisture control system200A. Although the moisture control system200B is illustrated as including two valves128and the drying air manifold226is coupled to the overhead supply duct124in two locations, in other implementations, the moisture control system200B includes more than or fewer than two valves128and the drying air manifold226is coupled to the overhead supply duct124in more than or fewer than two locations. To illustrate, in a particular implementation, the moisture control system200B includes one valve128, and the drying air manifold226is coupled to the overhead supply duct124in one location. In this implementation, the total cost and weight of the single valve128of the moisture control system200B is less than the total cost and weight of the multiple valves128in the moisture control system200A ofFIG.2A, although the drying air manifold adds extra weight and cost that is absent from the moisture control system200A. Thus, the moisture control system200B may be preferred if the weight and/or cost of the drying air manifold226is less than the weight and/or cost of the additional valves128in the moisture control system200A. FIG.2Cis a diagram that illustrates a third example of a moisture control system200C. In contrast to the moisture control system200A ofFIG.2Aand the moisture control system200B ofFIG.2B, the moisture control system200C distributes at least a portion of the drying air206via drying air/return air vents116/118coupled to the return air duct126. For example, the moisture control system200C includes the valves158in the lower region112, including a first valve158A, a second valve158B, and a third valve158C. In this example, during operation in the normal mode, the valves158are positioned in respective first valve positions, and during operation in the drying mode, the valves158are positioned in respective second valve positions.FIG.2Cillustrates the valves158in the second valve position. In the first valve position, the first valve158A enables recirculation air214to be provided from the return air duct126to the recirculation fan(s)252and the mixer154. Also, in the first valve, the third valve158C enables the conditioned pack air224from the air conditioning pack(s)150(e.g., from a second air conditioning pack150B in the example illustrated inFIG.2C) to be provided to the mixer154. Further, in the first valve position, the second valve158B is closed to block or inhibit the conditioned pack air224from the air conditioning pack(s)150from passing through ducting to the first valve158A. Thus, in the normal mode, the valves158are in respective first positions to provide the mixed air216, including the recirculation air214and the conditioned pack air224, to the overhead supply duct124as described with reference toFIG.2A. In the second valve position, the third valve158C blocks the conditioned pack air224output by the air conditioning pack(s)150(e.g., the second air conditioning pack150B) from entering the mixer154. Also, in the second valve position, the second valve158B is open to allow the conditioned pack air224to pass through ducting to the first valve158A. Further, in the second valve position, the first valve158A allows the conditioned pack air224to be provided to the return air duct126which passes the conditioned pack air224, as the drying air206, to the crown region104. Thus, in the drying mode, the valves158are in respective second positions to provide the conditioned pack air224, as the drying air206, to the drying air/return air vents116/118. Generally, the lower region112of the aircraft100is less crowded than the crown region104. Accordingly, design and installation of the valves158, which are disposed in the lower region112, should be simpler and less expensive than designing and installing the valves128in the crown region104. Further, it is generally faster and easier for maintenance personnel to access components in the lower region112than to access components in the crown region104. Accordingly, it should be easier and cheaper to maintain the valves158in the lower region112than to maintain the valves128in the crown region104. In some implementations, the moisture control system200C can also include equipment to distribute drying air via the overhead supply duct124. For example, inFIG.2C, the valves128and drying air vents116are coupled to the overhead supply duct124and can be opened to supply drying air206in the crown region104. Such implementations provide more flexibility in directing the drying air206to targeted locations, such as to particular portion of the insulation132that are detected to have higher moisture content than other portions of the insulation132. For example, the drying air/return air vents116/118can be located at particular positions based on airflow patterns desired in the cabin region108. In this example, the drying air/return air vents116/118may not be positioned near some insulation blankets or other portions of the insulation132that are subject to significant moisture build up. In this example, the drying air vents116coupled to the overhead supply duct124can be used to provide the drying air206to areas distant from or otherwise not accessible to the drying air/return air vents116/118coupled to the return air duct126. AlthoughFIG.2Cillustrates the drying air vents116as attached to the overhead supply duct124(e.g., similar to the example illustrated inFIG.2A), the drying air vents116can also, or in the alternative, be coupled to a drying air manifold (e.g., the drying air manifold226illustrated inFIG.2B) that is coupled to the overhead supply duct124. The moisture control system200C ofFIG.2Calso includes other features described with reference toFIG.2A, such as the heater153and the air extraction system, which can be used as described with reference toFIG.2Ato facilitate moisture control in the crown region104. In some implementations, such as illustrated inFIG.2C, the moisture control system200C can include more than one air conditioning pack150and components to enable the moisture control system200C to operate in the normal mode concurrently with operating in the drying mode. For example, the first air conditioning pack150A can supply conditioned pack air224to the mixer154to be provided to the cabin region108as conditioned air212, and at the same time, the second air conditioning pack150B can supply conditioned pack air224to the return air duct126to be provided to the crown region104as drying air206. Note that the APU164is not illustrated inFIG.2Cdue to space constraints associated with showing multiple air conditioning packs150; however, it should be understood that the moisture control system200C can include the APU164, which can provide pack air224to one or more of the air conditioning packs150. AlthoughFIG.2Cillustrates valves158associated with the second air conditioning pack150B, in other implementations, the valves158are associated with the first air conditioning pack150A, or the valves158are associated with both the first and second air conditioning packs150A and150B. Further, in some implementations, the aircraft100includes multiple recirculation fans252and multiple return air ducts126. In such implementations, one or more return air ducts126can provide recirculation air214to a respective recirculation fan252at the same time that one or more other return air ducts126are being used to supply drying air206. FIG.2Dis a diagram that illustrates a fourth example of a moisture control system200D. In contrast to the moisture control systems200A,200B, and200C ofFIGS.2A-2C, the moisture control system200D uses one or more of the fans152ofFIG.1Bto provide the drying air206from a region of the fuselage other than the crown region104. For example, inFIG.2D, a fan230are examples of instances of the fan(s)152ofFIG.1B. In this example, the fan230and a heater153A are disposed to extract air from the cabin region108and to route the air via a drying air manifold226to the crown region104as the drying air. In some implementations, the fan230is a dual-purpose fan. For example, the fan230can be configured to function as an overhead recirculation fan for cabin air recirculation when the fan230is not operating in a drying mode. In such implementations, the fan230does not add any weight burden to the aircraft100. During operation in the drying mode, the fan230moves dry air from the cabin region108into the crown region104. This ventilation is effective and efficient at reducing moisture levels in the crown region104, and in some implementations, entails fewer changes to the control system162than the moisture control systems200A,200B, and200C. Further, if the cabin region108is warm and dry, such as when a cabin door is left open in at a warm, dry location, such as Phoenix, Arizona, the moisture control system200D is more energy efficient than operating the air conditioning packs150or off-board air source168to provide the drying air206. In some implementation, the aircraft100includes features or components of two or more of the moisture control systems200A-D. For example, the aircraft100can include the fan230ofFIG.2Das well as one of the other moisture control systems200A-C. In such implementations, the fan230can be used for moisture control when the cabin region108is warm and dry, and the air conditioning packs150or off-board air source168can be used to supply the drying air206under other circumstances. FIG.3is a diagram that illustrates a flow chart of an example of a method300of controlling moisture on board an aircraft. In a particular implementation, the control system162of any ofFIG.1B,2A,2B,2C, or2D initiates or performs the method300, or controls the operation of one or more components of the moisture control system200to perform the method300. The method300includes, at302, receiving data indicative of condensed moisture in a crown region of a fuselage of an aircraft, where the crown region is separated from a cabin region of the fuselage by a cabin ceiling structure. As a first example, the sensors134send the sensor data202to the control system162. The sensor data202includes an indication of the humidity in the crown region104, an indication of condensed moisture content of the insulation132, another indication of condensed moisture in the crown region104, or a combination thereof. In a second example, an aircraft crew member reports an observation indication of condensed moisture in the aircraft, or specifically or condensed moisture in the crown region104. The method300also includes, at304, determining whether the data indicates detection of a threshold level of condensed moisture in the crown region. Responsive to a determination, at304, that the data does not indicate detection of at least the threshold level of condensed moisture in the crown region, the method300returns to302and continues to monitor condensed moisture conditions in the crown region. Responsive to a determination, at304, that the data indicates detection of at least the threshold level of condensed moisture in the crown region, the method300includes, at306, determining a flight status of the aircraft. For example, the flight status of the aircraft can be determined based on user input via the user interface device142, based on other sensors of the aircraft, based on a signal from a flight control computer or another line replaceable unit that is configured to output flight or phase of flight data, or a combination thereof. The method300also includes, at308, determining whether the flight status satisfies a drying condition. In a particular implementation, the flight status satisfies the drying condition when the aircraft is not in flight or when the aircraft is in flight with an aircraft occupancy condition that satisfies occupancy criteria. The occupancy condition is selected to ensure that supplying the drying air206to the crown region104does not prevent the moisture control system200from suppling sufficient conditioned air212to the cabin region108based on the number and distribution of passengers and crew on the aircraft100. For example, a particular airflow rate (or duct pressure) may be needed at various portions of the cabin region108to ensure passenger comfort based on the number and distribution of passengers within the cabin region108. In this example, the aircraft occupancy condition satisfies the occupancy criteria if the number of passengers within the cabin region108is below a threshold, which is set to enable the moisture control system200to supply sufficient conditioned air212to the cabin region108while simultaneously (or sequentially) providing the drying air206to the crown region104. Alternatively in this example, the aircraft occupancy condition satisfies the occupancy criteria if the passengers within the cabin region108are clustered in a particular portion (e.g., a zone) in the cabin region108such that the moisture control system200is able to supply sufficient conditioned air212to the particular portion of the cabin region108while simultaneously (or sequentially) providing the drying air206to the crown region104. Responsive to a determination, at308, that the flight status of the aircraft satisfies the drying condition, the method300includes, at310, causing drying air to be provided from a drying air source to one or more drying air vents in the crown region. For example, the control system162can send the valve actuation signals204to the valves128, to the valves158, or to both, to cause one or more of the valves128,158to move to a valve position associated with directing the drying air206into the crown region104. Additionally or in the alternative, the control system162can send other signals to other components of the moisture control system200to cause the moisture control system200or portions of the moisture control system200to operation in the drying mode of operation. Responsive to a determination, at308, that the flight status of the aircraft fails to satisfy the drying condition, the method300includes, at312, scheduling a drying operation, generating an output recommending operation in the drying mode, or both. For example, the control system162can send the indication218to the user interface device(s)142to notify a user that the drying operation is scheduled or to notify the user that operation in the drying mode is recommended. Alternatively, in some implementations, rather than scheduling a drying operation, the method300may continue to monitor condensed moisture in the crown region and the flight status of the aircraft and initiate a drying operation when the condensed moisture in the crown region and the flight status both indicate that a drying operation should be performed. For example, responsive to a determination, at308, that the flight status of the aircraft fails to satisfy the drying condition, the method300may return to block302. AlthoughFIG.3illustrates an automated or semi-automated method of controlling the moisture control system200, in some implementations, the moisture control system200can also, or in the alternative, be manually controlled. For example, the sensors134ofFIGS.1-2Dcan be used to generate the indication218to initiate or schedule a drying operation. In this example, personnel associated with the aircraft100can initiate the drying operation at an opportune time, such as when the aircraft100is on the ground and not scheduled for flight for a period of time sufficient to perform drying. As another example, personnel associated with the aircraft100can initiate a drying operation at an opportune time independent of any indication218to initiate or schedule a drying operation. To illustrated, if aircrew observe condensed moisture during a flight, the aircrew may initiate a drying operation even if the control system162does not provides an indication218to do so. FIG.4is a diagram that illustrates a flow chart of an example method of controlling moisture on board an aircraft. In a particular implementation, any of the moisture control systems200ofFIG.2A,2B,2C, or2D or systems described with reference toFIG.1Bperforms the method400. In the example illustrated inFIG.4, the method400includes, at402, receiving input to initiate a drying operation to reduce moisture in an aircraft. For example, a user (e.g., a member of the flight crew or ground crew for the aircraft) can provide user input to the control system162via the UI device(s)142to initiate the drying operation. As another example, the sensor(s)134can provide the sensor data202to the control system162to initiate the drying operation. In other examples, the control system162can initiate the drying operation based on input received from a scheduling device (not shown) or other source. The method400also includes, at404, responsive to the input, initiating the drying operation by routing drying air from a first region of the aircraft to a second region of the aircraft. In the method400, the second region corresponds to the crown region104of the aircraft, and the first region is distinct from the second region and is separated from the second region by at least a cabin ceiling structure. For example, the first region can include or correspond to the cabin region108, the lower region112, or another region within the fuselage102. In some implementations, initiating the drying operation includes actuating one or more valves coupled to a duct in the crown region. In such implementations, the one or more valves are configured to, in a first valve position, route airflow within the duct to one or more drying air vents in the crown region and configured to, in a second valve position, route the airflow within the duct to cabin vents in a cabin region of the aircraft. For example, initiating the drying operation can include sending the valve actuations signal(s)204to the valves128as described with reference toFIGS.2A and2B. In this example, initiating the drying operation may also include sending the valve actuations signal(s)204to the valve139. In some implementations, initiating the drying operation includes actuating one or more valves coupled to a duct. In such implementations, the duct is coupled to one or more vents in the crown region, and the valve(s) are configured to, during operation in a first mode, route recirculation air to a recirculation fan via the duct and during operation in a second mode, route the drying air to the crown region via the duct. For example, initiating the drying operation can include sending the valve actuations signal(s)204to the valves158as described with reference toFIG.2C. In some of these implementations, initiating the drying operation can include sending the valve actuations signal(s)204to the valves128ofFIG.2C. In a particular implementation, initiating the drying operation also includes sending the valve actuations signal(s)204to the valve139. In some implementations, initiating the drying operation includes activating a fan to move air from the first region of the aircraft to the crown region and activating a heater to heat the air from the first region to generate the drying air. For example, initiating the drying operation can include activating the fan230and the heater153A ofFIG.2D. Additionally, or in the alternative, initiating the drying operation can include activating the recirculation fan(s)252and the heater153B ofFIG.2D, or the recirculation fan(s)252and the heater153of any ofFIG.2A,2B, or2C. The method400also includes, at406, responsive to the input, routing air from the crown region to an outflow valve of the aircraft via one or more extraction vents in the crown region. For example, air within the crown region104can circulate through the fuselage102to the lower region112(or to another region that includes an outflow valve120) and exit the fuselage102via the outflow valve120as outflow air208. In some implementations, the air can be routed to the outflow valve120via a ventilation system, as illustrated inFIGS.2A-2D. For example, the valve139can be opened to allow air from the crown region104to enter the ventilation duct225via the extraction vent(s)143. In this example, the fan(s)219can provide (or enhance) a pressure differential to drive the waste air207from the ventilation duct225toward the outflow valve120. In the example illustrated inFIG.4, the method400also includes, at408, displaying an indication of moisture in the crown region. For example, the control system162or the sensor(s)134can provide information indicating moisture in the crown region to the UI device(s)142. In this example, the UI device(s)142can display the information to assist a user with determining when to initiate a drying operation (e.g., by providing the input received at block402) or when to terminate a drying operation. FIG.5is a flowchart illustrating a life cycle500of an aircraft (e.g., the aircraft100ofFIGS.1A and1B) that includes the moisture control system200. During pre-production, the exemplary life cycle500includes, at502, specification and design of the aircraft100. During specification and design of the aircraft100, the life cycle500may include specification and design of the moisture control system200or one or more components of the moisture control system200. At504, the life cycle500includes material procurement, which may include procuring materials for the moisture control system200. During production, the life cycle500includes, at506, component and subassembly manufacturing and, at508, system integration of the aircraft100. For example, the life cycle500may include component and subassembly manufacturing of the moisture control system200and system integration of the moisture control system200. At510, the life cycle500includes certification and delivery of the aircraft100and, at512, placing the aircraft100in service. Certification and delivery may include certification of the moisture control system200to place the moisture control system200in service. While in service by a customer, the aircraft100may be scheduled for routine maintenance and service (which may also include modification, reconfiguration, refurbishment, and so on). At514, the life cycle500includes performing maintenance and service on the aircraft, which may include performing maintenance and service on the moisture control system200or reconfiguring an environmental control system of the aircraft100to add components of the moisture control system200. Each of the processes of the life cycle500is performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer). For the purposes of this description, a system integrator includes without limitation any number of aircraft manufacturers and major-system subcontractors; a third party includes without limitation any number of venders, subcontractors, and suppliers; and an operator includes an airline, a leasing company, a military entity, a service organization, and so on. FIG.6is a block diagram of the aircraft100that includes the moisture control system200and other components. In the example ofFIG.6, the aircraft100includes an airframe602with a plurality of systems606and an interior604. The interior604includes the crown region104, the cabin region108, and the lower region112. Examples of the plurality of systems606include one or more of a propulsion system608(which can include the engine(s)170ofFIGS.1A-2D), a hydraulic system610, an electrical system612, an environmental system614. The environmental system614includes, is included within, or corresponds to the moisture control system200, which can include or correspond to the moisture control system200A ofFIG.2A, the moisture control system200B ofFIG.2B, the moisture control system200C ofFIG.2C, the moisture control system200D ofFIG.2D, or a combination thereof. The aircraft100can also include additional systems or subsystems that are not shown. The illustrations of the examples described herein are intended to provide a general understanding of the structure of the various implementations. The illustrations are not intended to serve as a complete description of all of the elements and features of apparatus and systems that utilize the structures or methods described herein. Many other implementations may be apparent to those of skill in the art upon reviewing the disclosure. Other implementations may be utilized and derived from the disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of the disclosure. For example, method operations may be performed in a different order than shown in the figures or one or more method operations may be omitted. Accordingly, the disclosure and the figures are to be regarded as illustrative rather than restrictive. Moreover, although specific examples have been illustrated and described herein, it should be appreciated that any subsequent arrangement designed to achieve the same or similar results may be substituted for the specific implementations shown. This disclosure is intended to cover any and all subsequent adaptations or variations of various implementations. Combinations of the above implementations, and other implementations not specifically described herein, will be apparent to those of skill in the art upon reviewing the description. The Abstract of the Disclosure is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, various features may be grouped together or described in a single implementation for the purpose of streamlining the disclosure. Examples described above illustrate but do not limit the disclosure. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the present disclosure. As the following claims reflect, the claimed subject matter may be directed to less than all of the features of any of the disclosed examples. Accordingly, the scope of the disclosure is defined by the following claims and their equivalents. | 61,150 |
11858642 | MODES FOR CARRYING OUT THE INVENTION Exemplary Embodiment FIG.1shows an overall configuration of Flying Object1according to an exemplary embodiment of the present invention. Flying Object1comprises Envelope11that contains a lighter-than-air gas such as helium, and Container12that is suspended from Envelope11via Suspension Ropes13and moves in flight with Envelope11. One end of each Suspension Rope13is connected to Envelope11and the other end of each Suspension Rope13is connected to Container12. FIG.2shows a configuration of Container12. Container12has Main Body121, which is a hollow box that is filled with Air122and contains an object to be transported by Flying Object1such as Crew Member H1, and Condensation Promoting Member123. Condensation Promoting Member123is a member that is partially contained in Main Body121and causes condensation of water vapor in Main Body121to form earlier than on an inner surface of Main Body121. Container12further comprises Water Collecting Vessel124that collects water from condensation formed on Condensation Promoting Member123, Conduit125that directs water collected by Water Collecting Vessel124to Water Storing Container126. Flying Object1is capable of ascending from ground height/level up to high altitudes, for example, up to tens of thousands of meters. During flight of Flying Object1, Main Body121is kept airtight to maintain an interior air pressure and prevent leakage of Air122to the exterior. Main Body121is equipped with hatches and other facilities for Crew Member H1to enter and exit prior to and after flight of Flying Object1. These components are not shown inFIG.2. Main Body121is made of, for example, fiber-reinforced plastic. The material of Main Body121is not limited to fiber-reinforced plastic, but must be sufficiently strong and light weight, and may be, for example, a lightweight metal such as aluminum, a plastic that is not fiber reinforced, or a combination thereof. Air122is a gas containing sufficient oxygen to enable Crew Member H1to breathe. Main Body121is filled with an appropriate amount of Air122to maintain an air pressure in Main Body121at approximately atmospheric pressure. Air122contains water vapor. Condensation Promoting Member123has a higher thermal conductivity than a wall of Main Body121. A portion of Condensation Promoting Member123is exposed to the inside of Main Body121, and another portion of Condensation Promoting Member123is exposed to the outside of Main Body121. Therefore, a temperature of Condensation Promoting Member123decreases faster than that of the wall of Main Body121, and condensation is caused to form faster than on the wall of the Main Body121. Condensation Promoting Member123is made of, for example, lightweight metal such as aluminum. However, a material of Condensation Promoting Member123is not limited to lightweight metal, and may be made of a material that has a higher thermal conductivity than that of the wall of Main Body121 Water Collecting Vessel124is located below the portion of Condensation Promoting Member123that is exposed to the inside of Main Body121. Water Collecting Vessel124collects water from condensation formed on the portion of Condensation Promoting Member123that is exposed to the inside of Main Body121and flows down. Water Collecting Vessel124has a through hole, and water flowing through the hole moves through Conduit125into Water Collecting Container126. Water Storing Container126is a container that contains water falling from Water Collecting Vessel124. Water contained in Water Storing Container126is usually discarded after Flying Object1returns to the ground. However, water contained in Water Storing Container126may be used, for example, when water in Main Body121becomes scarce. According to the above-described Container12, when condensation forms in Main Body121, the condensation forms on Condensation Promoting Member123, and formation of condensation on the wall of Main Body121is suppressed. Water generated in Condensation Promoting Member123is held by Water Container126and does not come into contact with surrounding objects. As a result, water from condensation does not adversely affect objects contained in Container12. [Modifications] The above-described Flying Object1is of an exemplary embodiment of the present invention, and may be modified in various ways. Following are examples of modifications of the above-described embodiment. Two or more of the above-described embodiments and the following modifications may be combined. (1) In Flying Object1of the above-described embodiment, Water Storing Container126that contains water from condensation in Condensation Promoting Member123is located inside Main Body121. However, a location of Water Storing Container126is not limited to the inside of Main Body121. FIG.3shows a configuration of Container12according to this modification. Container12inFIG.3has Ballast Tank127located outside of Main Body121instead of Water Storing Container126. Ballast Tank127is a tank that contains ballast water to adjust an altitude of Flying Object1. Ballast Tank127has an opening for draining ballast water to the outside of Ballast Tank127and Valve1271that opens and closes the opening. Valve1271opens and closes, for example, according to control signals transmitted either wirelessly or by wire from a communication terminal device (not shown inFIG.3) operated by Crew Member H1. Alternatively, Container12may comprise a valve opening/closing mechanism (not shown inFIG.3) that keeps Valve1271open while, for example, an operating cable of the valve opening/closing mechanism is pulled by Crew Member H1, and keeps Valve1271closed while the operating cable is not pulled by Crew Member H1. In this case, Water Collecting Vessel124, Conduit125, Valve1271, and the valve opening/closing mechanism constitute an example of a drainage mechanism that drains water from condensation formed on Condensation Promoting Member123out of Main Body121. In Container12shown inFIG.3, water from condensation in Condensation Promoting Member123falls into Water Collecting Vessel124, is collected by Water Collecting Vessel124, and flows through Conduit125into Ballast Tank127to become part of ballast water. When Valve1271is opened, for example, in response to an operation of Crew Member H1, the water from condensation is discharged as ballast water to the outside of Ballast Tank127, i.e., outside of Container12. In Container12shown inFIG.3, Ballast Tank127serves as Water Storing Container126. Alternatively, Water Storing Container126that does not serve as Ballast Tank127may be located outside of Main Body121. Container12need not have Water Storing Container126, and water from condensation formed on Condensation Promoting Member123may be directed to the outside of the Main Body121by Conduit125. In this case, Container12may have a valve that restricts a flow of water in Conduit125and a valve open/close mechanism that opens and closes the valve, for example, in response to an operation of Crew Member H1. In this case, Water Collecting Vessel124, Conduit125, the valve, and the valve opening/closing mechanism constitute an example of a drainage mechanism that drains water from condensation formed on Condensation Promoting Member123out of the Main Body121. (2) Water from condensation formed on Condensation Promoting Member123may be absorbed by a water absorbing material instead of being contained in Water Storing Container126or drained out of Main Body121. FIG.4shows a configuration of Container12according to this modification. Container12shown inFIG.4does not have Conduit125and Water Storing Container126. Water Collecting Vessel124of Container12inFIG.4does not have a drain, but is provided with Water Absorbing Material128. Water Absorbing Material128is a material that absorbs water and becomes gelatinous or solid as a result. For example, water absorbing polymers may be used as Water Absorbing Material128. According to Container12of this modification, water from condensation formed on Condensation Promoting Member123is absorbed by Water Absorbing Material128and does not come into contact with objects in Main Body121. Therefore, the objects in Main Body121are not adversely affected by water from condensation. (3) According to Container12in the above-described embodiment, Condensation Promoting Member123, which is a different member from the Main Body121, is provided on the inner surface of the wall of Main Body121to prevent condensation forming on the inner surface of the Main Body121, when condensation forms in Main Body121. Alternatively, the wall of the Main Body121may have a low thermal conductivity portion as well as a high thermal conductivity portion that has a thermal conductivity higher than that of the low thermal conductivity portion in a direction inside to outside of Main Body121. In this case, the high thermal conductivity portion performs the same function as Condensation Promoting Member123. Namely, condensation forms earlier on the high thermal conductivity portion than on the low thermal conductivity portion when condensation forms in Main Body121. FIG.5shows a configuration of Container12according to this modification. Container12inFIG.5does not have Condensation Promoting Member123. Main Body121of Container12inFIG.5is divided into High Thermal Conductivity Portion121A (indicated as Range C inFIG.5) and Low Thermal Conductivity Portion121B. Since High Thermal Conductivity Portion121A is thinner than Low Thermal Conductivity Portion121B, a thermal conductivity in a direction from inside to outside of Main Body121is higher in High Thermal Conductivity Portion121A than in Low Thermal Conductivity Portion121B. Therefore, a temperature of High Thermal Conductivity Portion121A decreases faster than that of Low Thermal Conductivity Portion121B during flight of Flying Object1, and a temperature outside of Container12is lower than that inside of Container12. As a result, when condensation forms in Main Body121, condensation forms faster on High Thermal Conductivity Portion121A than on Low Thermal Conductivity Portion121B. According to Container12shown inFIG.5, water from condensation in High Thermal Conductivity Portion121A is absorbed by Water Absorbing Material128provided in Water Collecting Vessel124. Alternatively, water from condensation in High Thermal Conductivity Portion121A may be contained in Water Storing Container126or Ballast Tank127. Further, water from condensation in High Thermal Conductivity Portion121A may be drained out of Main Body121, either by passing through Ballast Tank127or without passing through Ballast Tank127. FIG.6shows a configuration of Container12according to another example of this modification. Main Body121of Container12inFIG.6has Outer Wall1211, Inner Wall1212, and Heat Insulating Material1213provided between them. Heat Insulating Material1213is a material that has a lower thermal conductivity than Outer Wall1211and Timer Wall1212in a direction from inside to outside of Main Body121. In Container12shown inFIG.6, Heat Insulating Material1213is not provided between Outer Wall1211and Timer Wall1212of High Thermal Conductivity Portion121A indicated as Range C. Therefore, High Thermal Conductivity Portion121A has a higher thermal conductivity than Low Thermal Conductivity Portion121B, and a temperature of High Thermal Conductivity Portion121A decreases faster than a temperature of Low Thermal Conductivity Portion121B when the outside of Main Body121is cooler than the inside of Main Body121. As a result, when condensation forms in Main Body121, condensation forms faster on High Thermal Conductivity Portion121A than on Low Thermal Conductivity Portion121B. In Container12shown inFIG.6, High Thermal Conductivity Portion121A is not provided with Heat Insulating Material1213. Alternatively, High Thermal Conductivity Portion121A may be provided with Heat Insulating Material1213that is thinner than Heat Insulating Material1213of Low Thermal Conductivity Portion121B. FIG.7shows a configuration of Container12according to another example of this modification. Main Body121of Container12shown inFIG.7has Condensation Promoting Member123, which forms a part of Main Body121, exposed to the inside of Main Body121in High Thermal Conductivity Portion121A indicated as Range C. InFIG.7, only a part of High Thermal Conductivity Portion121A in a direction from inside to outside of Main Body121is formed of Condensation Promoting Member123. Alternatively, the entirety of High Thermal Conductivity Portion121A may be formed of Condensation Promoting Member123. (4) In the embodiment described above, Main Body121of Container12is a cabin that accommodates a human. Main Body121need not accommodate a human.FIG.8shows Main Body121containing Camera Device H2. In this modification, an opening is provided in the side wall of Main Body121. The opening covers a shooting area (angle of view) of Camera Device H2. Light-Transmitting Panel1214seals the opening. Camera Device H2senses light entering through Light-Transmitting Panel1214and captures images. In the example inFIG.8, as with Container12in the above-described embodiment, Condensation Promoting Member123has a higher thermal conductivity than the wall of Main Body121including Light-Transmitting Panel1214. Therefore, when water vapor in Main Body121condenses, condensation forms on Condensation Promoting Member123earlier than on the wall of Main Body121. As a result, for example, condensation does not form on Light-Transmitting Panel1214, and thus when Camera Device H2captures images of the outside of Main Body121through Light-Transmitting Panel1214, water interference does not occur when focusing images, or as presence of water droplets in captured images, etc. (5) Container12need not have a mechanism to contain water from condensation formed on Condensation Promoting Member123. For example, unlike Container12according to the above-described embodiment, Container12need not have Water Collecting Vessel124, Conduit125, and Water Storing Container126. In such a case, water from condensation formed on Condensation Promoting Member123may fall to the floor of Main Body121and flow across the floor. However, if no object that would be adversely affected by contact with water is located within the area where water flow occurs, such water flow is not problematic. (6) In the above-mentioned embodiment, Flying Object1is a gas balloon, but the type of Flying Object1is not limited to a gas balloon, and Flying Object1may be any other type of flying object such as a thermal balloon and an airship. DESCRIPTION OF REFERENCE NUMERALS 1: Flying Object11: Envelope12: Container13: Suspension Ropes121: Main Body122: Air123: Condensation Promoting Member124: Water Collecting Vessel125: Conduit126: Water Storing Container127: Ballast Tank128: Water Absorbing Material1211: Outer Wall1212: Inner Wall1213: Heat Insulating Material1214: Light-Transmitting Panel1271: Valve | 15,007 |
11858643 | DETAILED DESCRIPTION Elements present in more than one of the figures are given the same reference in each of them. FIG.1shows a piece of rotary equipment for a drone of the invention. This piece of rotary equipment comprises an aerodynamic rotary assembly10that is provided with at least one blade11. By way of example, the rotary assembly10has a plurality of blades11that are optionally rigidly secured to a hub12. The hub12may then be fastened to a rotor mast of a drone. Where appropriate, the hub12and the blades11may form a single piece, unlike rotors provided with blades that are pinned to a hub, for example. Furthermore, the rotary assembly10presents a skin13. Depending on the variant, the rotary assembly10may comprise one or more central cores covered by the skin13, or it may comprise a single optionally-solid structure13that defines the skin13. Independently of the presence or the absence of a central core within the skin13, the rotary assembly10includes at least one deicer30. Thus, the rotary assembly10has at least one furrow20formed in the skin13, and in particular in an outside face14of the skin13facing an outside medium EXT situated outside the rotary assembly10. The furrow20is substantially defined by a bottom and by flanks forming a U-shape so that the furrow is open towards the outside medium EXT. The furrow20extends from a first end21to a second end22. The furrow20follows a sinuous path over the outside face14of the skin13going from its first end to its second end, and running along at least one blade11. Furthermore, the furrow20presents at least one change of direction23on the blade11in order to enter and leave an aerodynamic segment of the blade. For example, at least one furrow20runs along and/or in the immediate proximity of the leading edge16of the blade11. By way of example, a single furrow runs along a plurality of blades11, or indeed over all of the blades11and also over the hub. Furthermore, each piece of rotary equipment includes at least one deicer30. Under such circumstances, each deicer30of a piece of rotary equipment10has an electrically conductive track31arranged in a furrow20. The deicer is thus integrated in the rotary assembly, with the deicer and the rotary assembly forming an inseparable whole. The electrically conductive track31thus extends lengthwise from a first electrical terminal32to a second electrical terminal33. The first terminal32is arranged at the first end21of a furrow20, with the second terminal33being arranged at the second end22of the furrow. Where appropriate, a single electrically conductive track31extends over the hub12and over at least one blade11, or indeed at least two blades11. The first end21and the second end22of a furrow, together with said first terminal32and said second terminal33of the electrically conductive track arranged in the furrow are present on the hub12. An electrically conductive track31may present thickness and width that are small relative to the voltage present between the first terminal32and the second terminal33of the electrically conductive track31. For example, the thickness and the width may lie in the range 30 μm to 60 μm, with said voltage lying in the range 12 V to 14 V. Furthermore, the deicer30may include at least one protective layer35that covers at least one electrically conductive track31. FIGS.2to4show a method of the invention for fabricating such a rotary assembly10provided with an integrated deicer30. With reference toFIG.2, the method includes a step of fabricating the rotary assembly10. FIG.2shows a rotary assembly10comprising for convenience only one blade11in order to illustrate the invention. Nevertheless, the rotary assembly10may further comprise a hub, and possibly a plurality of blades together forming a single piece. During this fabrication step, a rotary assembly10that has a skin13is fabricated. In particular, the skin13is made out of at least one material that is provided with an organic metal, e.g. a copper-filled composite material. Optionally, the rotary assembly10may be made by performing a molding method, an injection molding method, a 3D printing method, . . . . Optionally, the fabrication step may include a substep of fabricating one or more central cores15, followed by a substep of covering each central core15with said skin13. At the end of the fabrication step, the rotary assembly10is thus obtained. This rotary assembly10comprises at least a skin13having an outside face14. Under such circumstances, and with reference toFIG.3, the method includes a step of using a laser to make at least one furrow20in the outside face14by the laser direct structuring method. At least one furrow extending from a first end21to a second end22is dug by a laser in the skin13, the furrow20presenting at least one change of direction on a blade11. Subsequently, and with reference toFIG.4, the method includes a step of making an electrically conductive track31of a deicer30. The electrically conductive track31is formed in each furrow20by dipping the rotary assembly10in a bath containing a metal, e.g. using a method of metal-plating by electrolysis. Each electrically conductive track31thus extends from a first terminal32to a second terminal33. Optionally, at least one electrically conductive track31extends over the hub12and over at least one blade11, the first end21and the second end22together with the first terminal32and the second terminal33being present on said hub12. Thereafter, the method includes a step of covering one or each electrically conductive track31with a protective layer35. For example, a polyurethane varnish is sprayed onto each electrically conductive track31. The laser may be designed so as to obtain electrically conductive tracks31that present particular dimensions. By construction, each electrically conductive track31extends over a length between the first terminal32and the second terminal33of the electrically conductive track31. Furthermore, the electrically conductive track extends in its thickness direction36from a bottom face44in contact with a bottom41of said at least one furrow20to a top face38covered in the protective layer35. In addition, the electrically conductive track31extends in its width direction37between two sides39and40that are respectively in contact with two flanks42and43of the furrow receiving the track. The laser may then be designed so that the thickness36and the width37each lie in the range 30 μm to 60 μm. With reference toFIG.5, a piece of rotary equipment of the invention may be arranged on a drone1. The drone1may have a body2carrying at least one rotor5, e.g. via an arm3. The rotor5thus includes a piece of rotary equipment of the invention. Optionally, each rotor5includes a respective piece of rotary equipment of the invention. FIG.6shows such a rotor5having a piece of rotary equipment of the invention. This configuration is optionally reproduced by all of the rotors5. In order to rotate the rotary assembly10of a piece of rotary equipment of a rotor5, the drone1has an electric motor50. The electric motor50is connected to an electrical energy storage member75, possibly via a switch76or the equivalent. The electric motor50, or the switch76, if any, may be remotely controlled by piloting control means91forming part of a remote control90. The electric motor50has a frame51carried by an arm3. The electric motor50thus possesses an outlet shaft that projects from the frame51. The outlet shaft constitutes a rotor mast52that is constrained to rotate with the rotary assembly10. The rotor mast52is optionally solid. By way of example, the rotary assembly then comprises a hub12fastened to a free end zone of the rotor mast by conventional means, such as for example screw fastening, adhesive, riveting, welding, stapling, . . . means. Furthermore, the drone1has a source of electrical energy70for causing electricity to flow in each electrically conductive track31of the rotary assembly10. This electrical energy source70may comprise one or more optionally rechargeable batteries . . . . The electrical energy source70may for example be located in the body2. The electrical energy source70may deliver electricity at a voltage lying in the range 12 V to 14 V, for example. Furthermore, the electrical energy source70and the above-mentioned electrical energy storage member75may constitute single electrical energy storage means or two different electrical energy storage means. The drone is then provided for each rotor with respective electricity transfer means that are electrically interposed between the electrical energy source and the rotary assembly of the rotor in order to transfer electricity from the stationary reference frame of the body2to a rotary reference frame of the rotor5and the rotary assembly10, while they are rotating. Under such circumstances, the electricity transfer means60comprise a stationary portion61that is electrically connected to a movable portion63of the electricity transfer means60. The stationary portion61is optionally secured to the frame51of the electric motor, via a protective casing67of the electricity transfer means, if any. The movable portion63is secured to the rotor mast52, having the rotor mast52passing therethrough. By way of example, the movable portion63comprises a tube surrounding the rotor mast52. Optionally, the movable portion63is fastened to a resilient member64by conventional means such as screw fastening, adhesive, riveting, welding, staple means. The resilient member64is also secured to the rotor mast52. For example, the resilient member comprises a band with a bead of adhesive fastening the band to the rotor mast52. Furthermore, the stationary portion61is electrically in communication with the movable portion63. For example, the electricity transfer means has brushes62in contact with slip rings. In one variant, the stationary portion carries the brushes, with the movable portion carrying the slip rings in contact with the brushes. In another variant, the movable portion carries the brushes and the stationary portion carries the slip rings in contact with the brushes. The stationary portion may surround the movable portion. The movable portion may surround the rotor mast locally. Nevertheless, any type of electricity transfer means could be envisaged. Furthermore, the stationary portion61is electrically connected to the electrical energy source70by an electrical connection. This electrical connection may comprise one or more electric wires together with a switch71for the equivalent. Where appropriate, the switch71of the electricity transfer means may be remotely controlled using a deicer control92carried by a remote control90. In the presence of a plurality of rotary assemblies that are electrically powered via respective electricity transfer means connected to switches, the deicer control may serve to control all of the switches. Alternatively, an electrical energy source may be connected to a single switch71, the switch71being connected to all of the electricity transfer means of the drone. Furthermore, the movable portion63is electrically connected to the first terminal32and to the second terminal33of each electrically conductive track of a rotary assembly. Under such circumstances, at least two wires65,66extend from the movable portion63respectively to the first terminal32and to the second terminal33of an electrically conductive track. A first wire65is thus placed against the first terminal32and a second wire66is located against the second terminal33. A heat-shrink sleeve80may be arranged around the connection by surrounding the first wire65and the second wire66together with the first terminal32and the second terminal33. Such a fastener system may optionally serve to enable the rotary assembly to be disassembled easily. Naturally, the present invention may be subjected to numerous variations as to its implementation. Although several embodiments are described, it will readily be understood that it is not conceivable to identify exhaustively all possible embodiments. It is naturally possible to envisage replacing any of the means described by equivalent means without going beyond the ambit of the present invention. | 12,244 |
11858644 | DETAILED DESCRIPTION FIG.1is a sectional view of a drive device1according to one embodiment. The drive device1includes an electric machine2. This electric machine2includes a stator3and a rotor4. In the embodiment shown, the rotor4is formed internally and so as to be rotatable relative to the stator3. A gap5is formed between the stator3and the rotor4. In this gap5, there is a split tube6that may be in the form of a hollow cylinder. The stator3of the electric machine2includes a laminated core7, on which coils8of a winding of the electric machine2are arranged. The electric machine2may, for example, be in the form of a permanently excited synchronous machine including surface magnets. In this case, the surface magnets or the permanent magnets are arranged on the rotor4. The electric machine2also includes a housing9. The drive device1includes a cooling device10. The cooling device10includes an internal heat exchanger11that is used to transfer the heat from a first cooling liquid to a second cooling liquid. In this case, the first cooling liquid is located in a first cooling region12. In the present case, the first cooling region12extends from the split tube6to a wall13of the internal heat exchanger11. The first cooling region12includes corresponding cooling channels13, in which the first cooling liquid is located. During operation of the electric machine2, the stator3of the electric machine2and, for example, the windings8thereof warm up. As a result, the first cooling liquid also warms up. The first cooling liquid is a combustible cooling liquid. The first cooling liquid is then conducted from the region between the split tube6and the wall13of the internal heat exchanger11into the cooling channels13, which extend along an axial direction a of the electric machine2and are part of the internal heat exchanger11. The internal heat exchanger11includes additional cooling channels14that likewise extend in the axial direction a and are assigned to a second cooling region15or form the second cooling region15. The second cooling liquid is a non-combustible cooling liquid (e.g., a mixture of water and glycol). In the present case, the cooling channels13, in which the first cooling liquid flows, and the cooling channels14, in which the second cooling liquid flows, are arranged so as to alternate with one another along a circumferential direction U of the electric machine2. The internal heat exchanger11is in the form of a fluid-to-fluid heat exchanger and includes two separate, independent chamber systems (e.g., the first cooling region12and the second cooling region15). The first cooling region12and the second cooling region15are formed such that the first cooling liquid and the second cooling liquid are not in direct contact with one another. As a result, the internally used combustible liquid or the first cooling liquid is cooled by the walls of the heat exchanger11by the non-combustible liquid or the second cooling liquid. In this case, the temperature of the second cooling liquid is higher than the temperature of the first cooling liquid. This results in heat being transported between the first cooling liquid and the second cooling liquid. The cooling device10includes an external heat exchanger16that is located outside the housing9of the electric machine2. The external heat exchanger16is used to cool the second cooling liquid. The internal heat exchanger11includes an outlet17through which the heated second cooling liquid exits. The outlet17is connected to the external heat exchanger16by a tube18or a line. The internal heat exchanger11includes an inlet19, through which the second cooling liquid reaches the internal heat exchanger11. The outlet19is connected to the external heat exchanger16by a tube20or a line. In this case, the external heat exchanger16is, for example, located in a well ventilated or cooled region of the aircraft. In the case of the cooling device10, the first cooling liquid or the combustible liquid thus remains enclosed in a space between the split tube6and the walls13of the internal heat exchanger11. The fire hazard is thus reduced as a result of the reduced amount of combustible liquid. Using the internal heat exchanger11or the fluid-to-fluid heat exchanger, the hazardous amounts of cooling media or cooling liquids used are reduced. This results in easy handling at the interface to the external heat exchanger16, which is operated with the non-combustible liquid or the second cooling liquid. In principle, it may be provided that the internal heat exchanger11and the housing9may be arranged in a radial direction r of the electric machine2in any order. The elements and features recited in the appended claims may be combined in different ways to produce new claims that likewise fall within the scope of the present invention. Thus, whereas the dependent claims appended below depend from only a single independent or dependent claim, it is to be understood that these dependent claims may, alternatively, be made to depend in the alternative from any preceding or following claim, whether independent or dependent. Such new combinations are to be understood as forming a part of the present specification. While the present invention has been described above by reference to various embodiments, it should be understood that many changes and modifications can be made to the described embodiments. It is therefore intended that the foregoing description be regarded as illustrative rather than limiting, and that it be understood that all equivalents and/or combinations of embodiments are intended to be included in this description. | 5,633 |
11858645 | In general, the same reference numbers will be used throughout the drawing(s) and accompanying written description to refer to the same or like parts. The figures are not to scale. Unless specifically stated otherwise, descriptors such as “first,” “second,” “third,” etc., are used herein without imputing or otherwise indicating any meaning of priority, physical order, arrangement in a list, and/or ordering in any way, but are merely used as labels and/or arbitrary names to distinguish elements for ease of understanding the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in the detailed description, while the same element may be referred to in a claim with a different descriptor such as “second” or “third.” In such instances, it should be understood that such descriptors are used merely for identifying those elements distinctly that might, for example, otherwise share a same name. DETAILED DESCRIPTION Disclosed herein are example adjustable support links that can be used to couple two components. For example, the adjustable support links disclosed herein can be used for coupling an engine to an airframe of an aircraft, such as a helicopter. The adjustable support links disclosed herein are shorter than known adjustable support links, which enables the example support links to be used in smaller, more compact environments. The example adjustable support links are also configured such that the length of the adjustable support link can be increased or decreased while the adjustable support link is attached between the two components. As such, the example adjustable support links do not need to be disconnected from the components to adjust their length. Known adjustable support links include a first rod end and a second rod end that are coupled by a central nut that has a threaded channel. The first rod end is threadably inserted into one end of the central nut and the second rod end is threadably inserted into the opposite end of the central nut. The first and second rod ends can be screwed into and out of the central nut to lengthen or shorten the overall length of the adjustable support link. These known adjustable support links are effective for longer gaps or spaces, but can only be shortened a certain amount. In particular, there needs to be a certain amount of thread engagement between the rod ends and the central nut. Therefore, the rod ends and the central nut can only be reduced to a certain size. As such, known adjustable support links have longer minimum lengths that prevent their use in smaller applications. Also, because of the threading configuration, some known adjustable support links have to be disconnected from the two components so that the rod ends can be screwed into and out of the central nut to lengthen or short the adjustable support link. This additional step is time consuming. Also, in some known adjustable support links, the rod ends have to be rotated at 180° increments to ensure the rod ends remain aligned in the same direction. Further, because the rod ends are independently rotatable relative to the central nut, the rod ends often become misaligned relative to each other. Disclosed herein are example adjustable support links that address at least the above-noted drawbacks. An example adjustable support link disclosed herein includes a first rod end, a second rod end, and a barrel nut. The first rod end includes a first shaft with first external threads. The second rod end includes a second shaft with a bore having first internal threads. The barrel nut is partially disposed in the bore of the second shaft. The barrel nut has second external threads that are engaged with the first internal threads of the second shaft. The barrel nut has a channel with second internal threads. The first shaft is partially disposed in the channel (and, thus, in the bore of the second shaft) such that the first external threads of the first shaft are engaged with the second internal threads of the barrel nut. The threads between the first rod end and the barrel nut are oppositely or reversely threaded relative to the threads between the second rod end and the barrel nut. Therefore, when the barrel nut is rotated in a first direction, the first and second rod ends are moved (e.g., unscrewed) outward from the barrel nut and away from each other, and when the barrel nut is rotated in a second direction (opposite the first direction) the first and second rod ends are moved (e.g., screwed into) toward the barrel nut and toward each other. Thus, the length of the adjustable support link can be increased or decreased, which is beneficial when rigging the adjustable support link between two components. The configuration of the first shaft extending into the barrel nut, which is disposed in the second shaft, enables the first shaft and the second shaft to at least partially overlap in a radial direction. This enables the barrel nut to maintain a sufficient amount of threaded engagement with the first and second rod ends while reducing (e.g., minimizing) the distance between the first and second rod ends. As such, the adjustable support link can achieve shorter lengths than known adjustable support links. Also, while the first and second rod ends are coupled to respective components, such as an engine and an airframe, the barrel nut can be rotated to lengthen or shorten the adjustable support think, thereby moving or adjusting the position of the engine relative to the airframe. As such, the adjustable support link can be adjusted while fully loaded. Further, the adjustable support link does not need to be disconnected from the engine and the airframe to lengthen or shorten the adjustable support link. This saves considerable time when rigging and installing the engine on the airframe. Further, the rod ends remain aligned while the adjustable support link is lengthened or shorted. Also, the barrel nut can be rotated any amount to lengthen or shorten the adjustable support link, thereby achieving infinite adjustability. Turning now to the figures,FIG.1illustrates an example aircraft100in which the examples disclosed herein can be implemented. In this example, the aircraft100is a rotorcraft or rotary-wing aircraft, commonly referred to as a helicopter. The aircraft100includes a fuselage102that can hold one or more persons and/or cargo. In the illustrated example, the aircraft100includes first and second rotors104,106that are driven to produce lift to fly the aircraft100. The rotors104,106are powered by one or more engines. For example, inFIG.1, the aircraft100includes an engine108mounted on a side of the fuselage102. In some examples, a second engine is mounted on the opposite side of the fuselage102. The engine108produces power to drive the rotors104,106as well as other systems on the aircraft100. In some examples, the engine108can also produce thrust to propel the aircraft100in a forward direction. Disclosed herein are example adjustable supports links that can be used to couple the engine108to the fuselage102. FIG.2is an enlarged view of the example engine108coupled to the fuselage102. The fuselage102of the aircraft100has an airframe200, which includes one or more support structures such a I-beams, ribs, webs, etc. that form the internal structure of the aircraft100. The engine108is coupled or mounted to the airframe200at multiple locations. In this example, the engine108is coupled to the airframe200at two forward connection points and one rearward connection point. For example, the engine108is coupled to the airframe200at a first forward mount202. One or more bolts may be fastened between the airframe and the engine108at the first forward mount202. In some examples, the engine108is coupled to the airframe200at a second forward mount on the opposite side. In the illustrated example, the engine108is also coupled to the airframe200at a rear mount204, which can be formed by an example adjustable support link disclosed herein. In some examples, the rear portion of the engine108is coupled to the airframe200at multiple rear mounts. However, in other examples, the rear portion of the engine108is only coupled to the airframe200at one rear mount (e.g., the rear mount204). FIG.3illustrates an example adjustable support link300constructed in accordance with the teachings of this disclosure. The adjustable support link300is used to couple the engine108and the airframe200at the rear mount204. The adjustable support link300may also be referred to as a strut or strut link. In this example, the adjustable support link300is coupled to the engine108and the airframe200by bolts. For example, one end of the adjustable support link300is coupled to the engine108by a first bolt302and the opposite end of the adjustable support link300is coupled to the airframe200by a second bolt304. In other examples, the ends of the adjustable support link300can be coupled to the engine108and the airframe200via other fastening techniques (e.g., welding, latches, etc.). The length of adjustable support link300can be adjusted. For example, the adjustable support link300can be lengthened or shortened. This helps account for tolerances in the size and shape of the engine108and also helps when installing and adjusting the position of the engine108relative to the airframe200. In the illustrated example, the adjustable support link300includes a first rod end306, a second rod end308, and a barrel nut310. The engine108has a first attachment portion312(e.g., on a casing of the engine108) and the airframe200has a second attachment portion314. In this example, the first and second attachment portions312,314are implemented as yokes. The first rod end306is coupled to the first attachment portion312of the engine108via the first bolt302. The second rod end308is coupled to the second attachment portion314of the airframe200via the second bolt304. The barrel nut310is disposed between the first and second rod ends306,308. The barrel nut310can be rotated to move the first and second rod ends306,308toward or away from each other. For example, when the barrel nut310is rotated in a first direction (e.g., clockwise), the first and second rod ends306,308are moved away from each other, thereby lengthening the adjustable support link300. When the barrel nut310is rotated in a second direction (e.g., counter-clockwise), the first and second rod ends306,308are moved toward each other, thereby shortening the adjustable support link300. In some examples, when installing the engine108, the engine108is first connected to the airframe200at the first forward mount202(FIG.2) and the second forward mount. In some examples, the engine108is pivotable about the first and second forward mounts. Then, the rear portion of the engine108is lowered down close to the rear mount204. The adjustable support link300can be lengthened or shortened to span the gap between the first and second attachment portions312,314, and then coupled to the first and second attachment portions312,314. Further, once the adjustable support link300is coupled between the engine108and the airframe200, the length of the adjustable support link300can be adjusted to move the engine108(e.g., up or down) relative to the airframe200. This can help align or position the engine108to a desired location. FIG.4is an exploded view of the example adjustable support link300. The first rod end306includes a first end portion400and a first shaft402coupled to and extending from the first end portion400. In some examples, the first rod end306is constructed as a single unitary part or component (e.g., a monolithic structure). In other examples, the first end portion400and the first shaft402can be constructed as separate parts or components that are coupled together (e.g., via welding). In the illustrated example, the first end portion400is disc-shaped. The first end portion400has a first opening404(e.g., a through-hole) to receive the first bolt302. In some examples, a spherical bearing is disposed in the first opening404, which enables the adjustable support link300to pivot or rotate along multiple axes relative to the engine108(FIGS.1and2). In the illustrated example, the first shaft402has first external threads406. In the illustrated example, the second rod end308includes a second end portion408and a second shaft410coupled to and extending from the second end portion408. In some examples, the second rod end308is constructed as a single unitary part or component (e.g., a monolithic structure). In other examples, the second end portion408and the second shaft410can be constructed as separate parts or components that are coupled together (e.g., via welding). In the illustrated example, the second end portion408is disc-shaped, similar to the first end portion400. The second end portion408has a second opening412(e.g., a through-hole) to receive the second bolt304(FIG.3). In some examples, a spherical bearing is disposed in the second opening412. In the illustrated example, the second shaft410has a bore414extending into an end416of the second shaft410. The bore414has first internal threads418. In the illustrated example, the barrel nut310has a first end420, a second end422opposite the first end420, and a channel424extending between the first and second ends420,422. When the adjustable support link300is assembled, the barrel nut310is at least partially disposed in the bore414of the second rod end308. The barrel nut310has second external threads426that engage (threadably engage) the first internal threads418of the second rod end308. The channel424of the barrel nut310has second internal threads428. When the adjustable support link300is assembled, the first shaft402is partially disposed in (e.g., extends into) the channel424of the barrel nut310, such that the first external threads406of the first shaft402are engaged (threadably engaged) with the second internal threads428of the barrel nut310. The first external threads406and the second internal threads428are oppositely or reversely threaded relative to the first internal threads418and the second external threads426. For example, the first external threads406and the second internal threads428may be standard right-hand threads, while the first internal threads418and the second external threads426may be reverse left-hand threads. Therefore, rotation of the barrel nut310causes the first and second rod ends306,308to be screwed toward or away from the barrel nut310. In the illustrated example, the barrel nut310has a head430at or near the first end420. A person or machine can engage the head430with their hand and/or a tool (e.g., a wrench) to rotate the barrel nut310. In this example, the head430has a hexagonal shape or cross-section (sometimes referred to as a hex head). However, in other examples the head430can have different shapes (e.g., corresponding to a certain type of tool). In the illustrated example, a portion432of an external surface of the second shaft410is faceted, which enables the second shaft410to be engaged by a person and/or tool. Therefore, the person or machine can grasp the second shaft410with another tool while rotating the barrel nut310, or vice versa. In this example, the portion432has a hexagonal shape or cross-section. In other examples, the portion432can have a different shape. In the illustrated example, the adjustable support link300includes a plug434. When the adjustable support link300is assembled, the plug434is disposed in the bore414and coupled to the second shaft410. Further, when the adjustable support link300is assembled, the plug434extends into a notch436in an end438of the first shaft402to prevent relative rotation of the first and second rod ends306,308. For example, in the illustrated example, the plug434has a disc-shaped portion440and a post442extending from the disc-shaped portion440. In the illustrated example, the second shaft410has a first opening444(e.g., a through-hole), and the plug434has a second opening446(e.g., a through-hole) formed in the disc-shaped portion440. When the adjustable support link300is assembled, the plug434is disposed in the bore414and the second opening446is aligned with the first opening444. The adjustable support link300includes a pin448(e.g., a roll pin, a tapered pin, a cotter pin) that can be inserted into the first and second opening444,446, which couples the plug434to the second rod end308. The post442of the plug434has a same shape as the notch436. When the adjustable support link300is assembled, the post442extends into the notch436of the first shaft402, which prevents relative rotation of the first and second rod ends306,308. In some examples, the first rod end306, the second rod end308, the barrel nut310, the plug434, and the pin448are constructed of metal, such as stainless steel. In other examples, any of the first rod end306, the second rod end308, the barrel nut310, the plug434, and/or the pin448can be constructed of other materials (e.g., aluminum, titanium, etc.). FIG.5is a cross-sectional view of the adjustable support link300taken along line A-A ofFIG.3. As shown inFIG.5, the first and second rod ends306,308are aligned long a longitudinal axis500of the adjustable support link300. In the illustrated example, a portion of the barrel nut310is disposed in the bore414of the second rod end308. The barrel nut310is between the first shaft402and the second shaft410. The second external threads426of the barrel nut310are engaged with the first internal threads418of the second shaft410of the second rod end308. Further, as shown inFIG.5, the first shaft402of the first rod end306is partially disposed in the channel424of the barrel nut310(and, thus, extends into the bore414of the second shaft410). The second internal threads428of the barrel nut310are engaged with the first external threads406of the first shaft402of the first rod end306. As such, at least a portion of the first and second shafts402,410overlap in a radial direction extending from the longitudinal axis500. This arrangement enables the barrel nut310to maintain a certain amount of thread contact with the first and second rod ends306,308while minimizing the overall length of the adjustable support link300compared to known adjustable support links. As such, the example adjustable support link300can be used in smaller spaces than known adjustable support links. The barrel nut310can be rotated to adjust a distance D1between the first and second openings404,412of the first and second rod ends306,308. The position shown inFIG.5may be considered a fully contracted position, which represents the shortest distance achievable with the adjustable support link300. In some examples, in the fully contracted position shown inFIG.5, the distance D1between the first and second openings404,412of the first and second rod ends306,308is less than about 3.5 inches (e.g., ±0.1 inches). In other examples, the distance D1may be greater than 3.5 inches in the contracted position. In the illustrated example ofFIG.5, the plug434is disposed in the bore414of the second shaft410. The pin448is inserted through the first and second openings444,446, which couples the plug434to the second shaft410, and prevents relative rotation between the plug434and the second shaft410. The post442extends into the notch436in the first shaft402. This prevents relative rotation between the first and second rod ends306,308. As shown inFIG.5, the head430of the barrel nut310is disposed outside of the bore414of the second shaft410. As such, a person or machine can rotate the head430of the barrel nut310with a tool (e.g., a wrench). When the barrel nut310is rotated in a first direction relative to the first and second rod ends306,308, the first and second rod ends306,308are moved linearly away from each other. For example,FIG.6shows the adjustable support link300after the barrel nut310has been rotated in the first direction. As shown inFIG.6, the first rod end306has been moved outward (upward inFIG.6) from the first end420of the barrel nut310, and the second rod end308has been moved outward (downward inFIG.6) relative to the second end422of the barrel nut310. To shorten the adjustable support link300, the barrel nut310can be rotated in a second direction opposite the first direction. Therefore, the adjustable support link300has a telescoping configuration. The notch436of the first shaft402slides along the post442of the plug434as the first and second rod ends306,308are moved toward or away from each other. The plug434ensures the first and second rod ends306,308do not rotate relative to each other. In this example, the first and second rod ends306,308are parallel. As such, the first opening404of the first rod end306and the second opening412of the second rod end308remain aligned in the same relative direction or orientation. However, in other examples, the first and second rod ends306,308can be clocked or angled relative to each other (e.g., 90°). Rotating the barrel nut310does not change the relationship between the first and second rod ends306,308. Therefore, the adjustable support link300can be lengthened or shortened without changing the relative alignment or orientation of the first and second rod ends306,308. In some examples, the first external threads406and the second internal threads428have a first thread pitch, and the first internal threads418and the second external threads426have a second thread pitch that is different than the first thread pitch. For example, the first thread pitch may be 18 threads/inch, and the second thread pitch may be 14 threads/inch. Therefore, when rotating the barrel nut310, the second rod end308is moved outward from the barrel nut310further than the first rod end306is moved outward from the barrel nut310. However, in other examples, the first and second thread pitches may be the same. Referring back toFIG.4, the second shaft410has an opening450, which may also be referred to as a witness hole. The opening450extends through the wall of the second shaft410and into the bore414in a direction that is perpendicular to the longitudinal axis500(FIG.5). Therefore, at least a portion of the barrel nut31that is disposed in the bore414is viewable through the opening450. In other words, the opening450enables a person to see into the bore414and, specifically, see the barrel nut310in the bore414. However, if the barrel nut310is unscrewed a certain amount, the barrel nut310may not be viewable through the opening450. This serves as an indicator to stop rotating the barrel nut310, which helps ensure a certain amount of threaded contact remains between the barrel nut310and the first and second rod ends306,308. As shown inFIG.4, the second rod end308and the barrel nut310include a set of wire openings452,454(e.g., channels, through-holes). In some examples, a wire can be routed through the wire openings452, which prevents the barrel nut310from being rotated relative to the first and second rod ends306,308. For example,FIG.7shows an example wire700that has been routed through the wire openings452. The ends of the wire700can be twisted together and/or locked. The wire700prevents the barrel nut310from rotating relative to the first and second rod ends306,308and, thus, locks the barrel nut310in place. In some examples, the first rod end306can include one or more wire openings in addition to or as an alternative to the second rod end308. FIG.8is an example method800of mounting the engine108to the airframe200using the example adjustable support link300. At block802, the method800includes coupling the engine108to the airframe200at a forward mount, such as at the first forward mount202. In some examples, the engine108is also coupled to the airframe200at a second forward mount. In some examples, the first and second forward mounts are hinged connections. As such, the rear end of the engine108can be rotated or pivoted downward toward the rear mount204. At block804, the method800includes the coupling the engine108to the airframe200at the rear mount204by coupling the adjustable support link300between the engine108and the airframe200. For example, the first rod end306can be coupled to the first attachment portion312of the engine108via the first bolt302, and the second rod end308can be coupled to the second attachment portion314of the airframe200via the second bolt304. In some examples, the barrel nut310can be rotated to lengthen or shorten the adjustable support link300to enable the first and second rod ends306,308to align with the respective attachment portions312,314. At block806, the method800includes adjusting a length of the adjustable support link300to move the engine108relative to the airframe200. For example, it may be desired to move the rear portion of the engine108upward or downward. In such an instance, a person or machine can rotate the barrel nut310, which drives the rod ends306,308toward or away from each other (depending on the direction of rotation). Therefore, the position of the engine108can be adjusted while the engine108is coupled to the airframe200. As such, the adjustable support link300does not need to be disconnected from the engine108and the airframe200to adjust the length. While the example adjustable support link300is disclosed in connection with coupling the engine108to the airframe200, the example adjustable support link300can be used on any other location on the aircraft100. Further, the example adjustable support link300can be used in another environment or application as a link between two attachment points. Therefore, the example adjustable support link300is not limited to just use with aircraft. “Including” and “comprising” (and all forms and tenses thereof) are used herein to be open ended terms. Thus, whenever a claim employs any form of “include” or “comprise” (e.g., comprises, includes, comprising, including, having, etc.) as a preamble or within a claim recitation of any kind, it is to be understood that additional elements, terms, etc., may be present without falling outside the scope of the corresponding claim or recitation. As used herein, when the phrase “at least” is used as the transition term in, for example, a preamble of a claim, it is open-ended in the same manner as the term “comprising” and “including” are open ended. The term “and/or” when used, for example, in a form such as A, B, and/or C refers to any combination or subset of A, B, C such as (1) A alone, (2) B alone, (3) C alone, (4) A with B, (5) A with C, (6) B with C, or (7) A with B and with C. As used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. As used herein, singular references (e.g., “a”, “an”, “first”, “second”, etc.) do not exclude a plurality. The term “a” or “an” object, as used herein, refers to one or more of that object. The terms “a” (or “an”), “one or more”, and “at least one” are used interchangeably herein. Furthermore, although individually listed, a plurality of means, elements or method actions may be implemented by, e.g., the same entity or object. Additionally, although individual features may be included in different examples or claims, these may possibly be combined, and the inclusion in different examples or claims does not imply that a combination of features is not feasible and/or advantageous. From the foregoing, it will be appreciated that example adjustable support links have been disclosed that can achieve shorter, smaller distances than known adjustable support links. Further, the example adjustable support links can be adjusted while connected between two components, which saves significant time during installation and rigging. The example adjustable support links have a low length-diameter ratio facilitated by the use of internal and external threaded parts arranged in parallel to permit length adjustment after install and under load while prohibiting rotation movement of ends via a locking mechanism. Example apparatus, systems, methods, and articles of manufacture have been disclosed herein. Examples and example combinations include the following: Example 1 is an adjustable support link comprising a first rod end including a first shaft with first external threads, a second rod end including a second shaft with a bore having first internal threads, and a barrel nut at least partially disposed in the bore of the second rod end. The barrel nut has second external threads engaged with the first internal threads of the second rod end. The barrel nut has a channel. The first shaft is at least partially disposed in the channel. The channel has second internal threads engaged with the first external threads of the first rod end, such that rotation of the barrel nut in a first direction causes the first and second rod ends to move toward each other and rotation of the barrel nut in a second direction causes the first and second rod ends to move away from each other. Example 2 includes the adjustable support link of Example 1, wherein the first and second rod ends are aligned along a longitudinal axis, and wherein at least a portion of the first and second shafts overlap in a radial direction extending from the longitudinal axis. Example 3 includes the adjustable support link of Examples 1 or 2, further including a plug disposed in the bore of the second shaft and coupled to the second shaft. The plug extends into a notch in an end of the first shaft to prevent relative rotation of the first and second rod ends. Example 4 includes the adjustable support link of Example 3, wherein the second shaft has a first opening and the plug has a second opening aligned with the first opening. The adjustable support link further includes a pin extending through the first and second openings to prevent relative rotation of the plug and the second shaft. Example 5 includes the adjustable support link of Example 4, wherein the plug includes a disc-shaped portion and a post. The second opening is formed in the disc-shaped portion. The post extends from the disc-shaped portion and into the notch in the end of the first shaft. Example 6 includes the adjustable support link of any of Examples 1-5, wherein the barrel nut has a head disposed outside of the bore. Example 7 includes the adjustable support link of Example 6, wherein a portion of an external surface of the second shaft is faceted. Example 8 includes the adjustable support link of any of Examples 1-7, wherein the second shaft has an opening extending in a direction that is perpendicular to a longitudinal axis of the adjustable support link, such that at least a portion of the barrel nut that is disposed in the bore is viewable through the opening. Example 9 includes the adjustable support link of any of Examples 1-8, wherein the first external threads and the second internal threads have a first thread pitch, and the first internal threads and the second external threads have a second thread pitch different than the first thread pitch. Example 10 includes the adjustable support link of any of Examples 1-9, wherein the second rod end and the barrel nut include wire openings to receive a wire to prevent rotation of the barrel nut relative to the first and second rod ends. Example 11 includes the adjustable support link of any of Examples 1-10, wherein the first rod end has a first end portion with a first opening to receive a first bolt, and the second rod end has a second end portion with a second opening to receive a second bolt. Example 12 includes the adjustable support link of Example 11, wherein a distance between the first opening and the second opening is less than about 3.5 inches. Example 13 is an aircraft comprising an airframe, an engine, and an adjustable support link coupled between the airframe and the engine. The adjustable support link includes a first rod end coupled to the engine. The first rod end has a first shaft. The adjustable support link also includes a second rod end coupled to the airframe. The first and second rod ends are aligned along a longitudinal axis. The second rod end has a second shaft with a bore. The first shaft of the first rod end extends into the bore of the second shaft such that at least a portion of the first shaft and the second shaft overlap in a radial direction. The adjustable support link also includes a barrel nut between the first shaft and the second shaft. Example 14 includes the aircraft of Example 13, wherein: the first shaft has first external threads, the second shaft has first internal threads, the barrel nut has second external threads engaged with the first internal threads of the second rod end, and the barrel nut has a channel. The first shaft is at least partially disposed in the channel, the channel having second internal threads engaged with the first external threads of the first rod end. Example 15 includes the aircraft of Example 14, wherein the barrel nut has a head disposed outside of the bore of the second shaft. Example 16 includes the aircraft of Examples 14 or 15, further including a plug disposed in the bore of the second shaft and coupled to the second shaft, the plug extending into a notch in an end of the first shaft to prevent relative rotation of the first and second rod ends. Example 17 includes the aircraft of Example 16, wherein the second shaft has a first opening and the plug has a second opening aligned with the first opening. The adjustable support link further includes a pin extending through the first and second openings to prevent relative rotation of the plug and the second shaft. Example 18 includes a method comprising coupling an engine to an airframe of an aircraft at a forward mount, coupling the engine to the airframe at a rear mount by coupling an adjustable support link between the engine and the airframe, and adjusting a length of the adjustable support link to move the engine relative to the airframe. Example 19 includes the method of Example 18, wherein coupling the adjustable support link between the engine and the airframe includes coupling a first rod end of the adjustable support link to a first attachment portion of the engine and coupling a second rod end of the adjustable support link to a second attachment portion of the airframe. The first rod end has a first shaft and the second rod end having a second shaft with a bore. At least a portion of the first shaft extends into the bore such that a portion of the first shaft and the second shaft overlap in a radial direction. Example 20 includes the method of Example 19, wherein the adjustable support link includes a barrel nut partially disposed in the bore of the second rod end, the barrel nut threadably engaged with the first shaft and threadably engaged with the second shaft, and wherein adjusting the length of the adjustable support link includes rotating the barrel nut relative to the first and second rod ends. The following claims are hereby incorporated into this Detailed Description by this reference. Although certain example systems, methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all systems, methods, apparatus, and articles of manufacture fairly falling within the scope of the claims of this patent. | 36,456 |
11858646 | DETAILED DESCRIPTION OF THE INVENTION A detailed description of a preferred embodiment of the wing drop tank of the present invention will now be provided, given as a non limiting example, and with reference to the single annexed FIGURE, wherein the structure of the wing tank of the present invention it is schematically illustrated. According to the invention, the wing tank comprises a rigid external casing1, which it is made up by two rigid half-shells10and11, respectively. Conveniently, the two half-shells10and11are made of a material suitable for imparting rigidity and lightness to the tank, for example such as the carbon+epoxy composite material. Further, according to the invention, a second tank2it is provided which it is housed inside the two half-shells10and11, said second tank2consists of a flexible casing, made of rubberized fabric. Typically, the second inner tank2can in turn contain anti-explosion and anti-splashing materials, suitable for avoiding the dangers due to the presence of saturated vapours and promoting a correct location of the fuel contained therein. On the other hand, the second tank2has a port20delimited by a flange21integral with the material of the second tank2, the flange21having a series of threaded holes22arranged along the perimeter length of the flange21. Furthermore, and with a construction similar to the flange21, a second flange23can be provided and relevant to the fuel filling port inside the tank2. Similarly, at the top part of the upper half-shell10there is a port having same sizes as the flange21of the second tank2. The description of the production process of the wing drop tank of the present invention will now be provided. According to the invention, it is provided that two rigid half-shells10and11are first created. Then the two half-shells10and11are mutually coupled, and their coupling creates a single rigid structure of tank1. Then, at the upper part of the upper half-shell10, a first port it is obtained, said first port having same size as the size of said flange21of the second tank2. Further, a second port of same size and corresponding to the filling flange23of the tank1it is made. Then, the second tank2already assembled it is inserted through the opening in the first tank1, the insertion it is obtained thanks to the yielding of the flexible material which constitutes the second tank2. In this condition, the flange21and the flange23match with the ports at the upper half-shell10. Subsequently, a closure plate12it is applied which coincides with the flange21, the plate12having clamping screws13which engage with the threaded holes22of the flange21therebelow. Between the plate12and the internal flange21the connecting edge of the port at the half-shell10it is clamped so as to obtain a set of members that work synergistically. Furthermore, the seal between the flange21and the half-shell10, and between the half-shell10and the closing plate12it is provided by apposition of rubber seals (the latter not shown in the FIGURE). Supporting means14can be applied to the closing plate12which allow the hooking of the wing drop tank1on the wing strut (the latter not shown in the FIGURE). Similar to the assembling methods of the plate12, a filler plug15it is assembled on the half-shell10. The individual components are manufactured using traditional methods. More precisely, the two half-shells10and11are made with the method of laminating pre-impregnated carbon fiber fabrics. The internal tank2it is made and subsequently vulcanized in an autoclave as already known. The closing plate12and the plug15are made with traditional mechanical processes. As an alternative embodiment to the present solution which provides the arranging of two half-shells10and11, an external tank1and the second internal flexible tank2can be made jointly with the method of co-vulcanization, that is during the same treatment cycle in the autoclave and inside the same mould. The present invention has several advantages. A first advantage is given by transportability. A second advantage is given by the fact that it provides a structure which is easy to manufacture. A third advantage is given by the fact that it provides a structure with high stiffness and lightness. | 4,263 |
11858647 | The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted. DESCRIPTION OF EMBODIMENTS The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention is to be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure. Referring toFIG.1, a hydrogen fuel cell-powered aircraft10is illustrated and generally includes a hydrogen fuel cell-powered electric engine system including a fuel source or tank12for storing hydrogen fuel (e.g., cryogenic hydrogen fuel or gaseous hydrogen fuel), a hydrogen fuel cell14in fluid communication with the fuel source12, and a motor assembly16disposed in electrical communication with the fuel cell14. The fuel source12may store, for example, hydrogen fuel cryogenically (e.g., as liquid hydrogen or cold hydrogen gas) and is operatively coupled to a heat exchanger via a pump, which pumps the fuel from fuel source12to the heat exchanger for conditioning the compressed air. In particular, the hydrogen fuel, while in the heat exchanger, becomes gasified; the hydrogen gas is heated in the heat exchanger to a working temperature of the fuel cell14, which also takes heat out of the compressed air, enabling control of flow through the heat exchanger. The fuel cell14may be in the form of a proton-exchange membrane fuel cell (PEMFC) or other suitable fuel cell stack capable of converting chemical energy liberated during the electrochemical reaction of hydrogen and oxygen to electrical energy (e.g., direct current). Water vapor is exhausted from the fuel cell14to an exhaust system. The electrical energy generated from fuel cell14is transmitted to the motor assembly16, which is configured to convert the direct current to alternating current for actuating one or more of a plurality of motors of the motor assembly16. The motor assembly16is configured to drive (e.g., rotate) a drive shaft in response to the electrical energy received from fuel cell14for operating the components on the drive shaft, thereby powering the aircraft10and the components thereof. For a more detailed description of a hydrogen fuel cell-powered aircraft10and/or components thereof, one or more of which can be included, or modified for use with the systems and methods of this disclosure, reference can be made to U.S. patent application Ser. No. 16/950,735, filed Nov. 17, 2020, the entire contents of which are hereby incorporated by reference herein. Under certain circumstances, there may be leftover or unused fuel in the fuel tank12, for example, after a flight, if a flight is cancelled, etc. Under such a scenario, it may be desirable to decant or offload the remaining fuel from the fuel tank12because maintaining the hydrogen fuel in the fuel tank12may result in losses (e.g., due to rapid boil-off of the hydrogen fuel, leaks, etc.) and/or may be costly to maintain the proper storage conditions for the hydrogen fuel on the aircraft10. Accordingly, with reference toFIG.2, a method of managing the remaining hydrogen fuel is provided. At step102, one embodiment electrically connects the fuel cell14to a local electrical grid20located at an airport or fluidly coupling the fuel tank12to an external storage container22at the airport. When it is determined it would be more cost-effective or otherwise preferential to transfer the leftover hydrogen fuel, the hydrogen fuel is then transferred directly from the fuel tank12to the external storage container22to be used at a later time. If electrically connecting the fuel cell14to the local electrical grid20is determined to be more cost-effective or otherwise preferred, a power cable is coupled at one end to the fuel tank12and coupled at another end to the local power grid20. At step104, the fuel tank12is configured to transfer the hydrogen fuel to the fuel cell14, whereby the fuel cell14converts the hydrogen fuel into electricity. At step106, instead of transferring the electricity from the fuel cell14to the motor assembly16, the fuel cell14is configured, via a computer processor (such as described inFIG.3), to transfer the electricity to the local power grid20via the power cable that extends from the fuel cell14and out of the aircraft10. The fuel cell14may include a diverter that diverts the electricity from the motor assembly16to the local power grid20. In one embodiment, the electricity may be inverted from DC current to AC current via an inverter18coupled between the fuel cell14and the local power grid20. In one embodiment, the aircraft10may be equipped with the inverter18. In one embodiment, the aircraft10may be flown to an airport experiencing a natural disaster and/or has a power outage and may be used to generate and provide electricity to the local airport or any other location needing power. With reference now toFIG.3, an example computer system300is shown. In the following discussion, computer system300is representative of a system or components that may be used with aspects of the present technology. In one embodiment, different computing environments will only use some of the components shown in computer system300. In general, embodiments described herein can include some or all of the components of computer system300. In different embodiments, components can include communication capabilities (e.g., wired such as ports or the like, and/or wirelessly such as near field communication, Bluetooth, WiFi, or the like) such that some of the components of computer system300are found in one location while other components could be ancillary but communicatively coupled thereto. In one embodiment, the programming includes computer-readable and computer-executable instructions that reside, for example, in non-transitory computer-readable medium (or storage media, etc.) of computer system300. In one embodiment, computer system300includes peripheral computer readable media302which can include media such as, for example, an external storage drive, a compact disc, a flash memory, a universal serial bus (USB) flash memory, secure digital (SD) memory, MultiMediaCard (MMC) memory, an extreme Digital (XD) memory, a CompactFlash memory, a MemoryStick memory, a SmartMedia memory, and the like. In one embodiment, computer system300also includes an address/data/control bus304for communicating information, and a processor305A coupled to bus304for processing information and instructions. As depicted inFIG.3, computer system300is also well suited to a multi-processor environment in which a plurality of processors305A,305B, and305C are present. Conversely, computer system300is also well suited to having a single processor such as, for example, processor305A. Processors305A,305B, and305C may be any of various types of microprocessors. Computer system300also includes data storage features such as a computer usable volatile memory308, e.g., random access memory (RAM), coupled to bus304for storing information and instructions for processors305A,305B, and305C. Computer system300also includes computer usable non-volatile memory310, e.g., read only memory (ROM), coupled to bus304for storing static information and instructions for processors305A,305B, and305C. Also present in computer system300is a data storage unit312(e.g., a magnetic disk drive, optical disk drive, solid state drive (SSD), and the like) coupled to bus304for storing information and instructions. Computer system300also can optionally include an alpha-numeric input device314including alphanumeric and function keys coupled to bus304for communicating information and command selections to processor305A or processors305A,305B, and305C. Computer system300also can optionally include a cursor control device315coupled to bus304for communicating user input information and command selections to processor305A or processors305A,305B, and305C. Cursor control device may be a touch sensor, gesture recognition device, and the like. Computer system300of the present embodiment can optionally include a display device318coupled to bus304for displaying information. Referring still toFIG.3, display device318ofFIG.3may be a liquid crystal device, cathode ray tube, OLED, plasma display device or other display device suitable for creating graphic images and alpha-numeric characters recognizable to a user. Cursor control device315allows the computer user to dynamically signal the movement of a visible symbol (cursor) on a display screen of display device318. Many implementations of cursor control device315are known in the art including a trackball, mouse, touch pad, joystick, non-contact input, gesture recognition, voice commands, bio recognition, and the like. In addition, special keys on alpha-numeric input device314capable of signaling movement of a given direction or manner of displacement. Alternatively, it will be appreciated that a cursor can be directed and/or activated via input from alpha-numeric input device314using special keys and key sequence commands. Computer system300is also well suited to having a cursor directed by other means such as, for example, voice commands. Computer system300also includes an I/O device320for coupling computer system300with external entities. For example, in one embodiment, I/O device320is a modem for enabling wired or wireless communications between computer system300and an external network such as, but not limited to, the Internet or intranet. Referring still toFIG.3, various other components are depicted for computer system300. Specifically, when present, an operating system322, applications324, modules325, and data328are shown as typically residing in one or some combination of computer usable volatile memory308, e.g. random-access memory (RAM), and data storage unit312. However, it is appreciated that in some embodiments, operating system322may be stored in other locations such as on a network or on a flash drive; and that further, operating system322may be accessed from a remote location via, for example, a coupling to the Internet. The present technology may be applied to one or more elements of described computer system300. Computer system300also includes one or more signal generating and receiving device(s)330coupled with bus304for enabling computer system300to interface with other electronic devices and computer systems. Signal generating and receiving device(s)330of the present embodiment may include wired serial adaptors, modems, and network adaptors, wireless modems, and wireless network adaptors, and other such communication technology. The signal generating and receiving device(s)330may work in conjunction with one (or more) communication interface332for coupling information to and/or from computer system300. Communication interface332may include a serial port, parallel port, Universal Serial Bus (USB), Ethernet port, Bluetooth, thunderbolt, near field communications port, WiFi, Cellular modem, or other input/output interface. Communication interface332may physically, electrically, optically, or wirelessly (e.g., via radio frequency) couple computer system300with another device, such as a mobile phone, radio, or computer system. The present technology may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform particular tasks or implement particular abstract data types. The present technology may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer-storage media including memory-storage devices. The examples set forth herein were presented in order to best explain, to describe particular applications, and to thereby enable those skilled in the art to make and use embodiments of the described examples. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purposes of illustration and example only. The description as set forth is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Rather, the specific features and acts described above are disclosed as example forms of implementing the Claims. Reference throughout this document to “one embodiment,” “certain embodiments,” “an embodiment,” “various embodiments,” “some embodiments,” “various embodiments”, or similar term, means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the appearances of such phrases in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any embodiment may be combined in any suitable manner with one or more other features, structures, or characteristics of one or more other embodiments without limitation. | 13,629 |
11858648 | DETAILED DESCRIPTION A detailed description of one or more embodiments of the disclosed apparatus and method are presented herein by way of exemplification and not limitation with reference to the Figures. As shown inFIGS.1-2, an aircraft includes an aircraft body101, which can include one or more bays103beneath a center wing box. The bay103can contain and/or support one or more components of the aircraft101. For example, in some configurations, the aircraft can include environmental control systems and/or fuel inerting systems within the bay103. As shown inFIG.2, the bay103includes bay doors105that enable installation and access to one or more components (e.g., environmental control systems, fuel inerting systems, etc.) installed within or on the aircraft. During operation of environmental control systems and/or fuel inerting systems of the aircraft, air that is external to the aircraft can flow into one or more ram air inlets107. The outside air (i.e., ram air) may then be directed to various system components (e.g., environmental conditioning system (ECS) heat exchangers) within the aircraft. Some air may be exhausted through one or more ram air exhaust outlets109. Also shown inFIG.1, the aircraft includes one or more engines111. The engines111are typically mounted on the wings112of the aircraft and are connected to fuel tanks (not shown) in the wings. The engines and/or fuel tanks may be located at other locations depending on the specific aircraft configuration. In some aircraft configurations, air can be bled from the engines111and supplied to environmental control systems and/or fuel inerting systems, as will be appreciated by those of skill in the art. Although shown and described above and below with respect to an aircraft, embodiments of the present disclosure are applicable to any type of vehicle. For example, aircraft, military vehicles, heavy machinery vehicles, sea craft, ships, submarines, etc., may benefit from implementation of embodiments of the present disclosure. For example, aircraft and other vehicles having fire suppression systems, emergency power systems, and other systems that may electrochemical systems as described herein may include the redundant systems described herein. As such, the present disclosure is not limited to application to aircraft, but rather aircraft are illustrated and described as example and explanatory embodiments for implementation of embodiments of the present disclosure. Turning toFIG.3, a nitrogen generation system (NGS)130is illustrated. The NGS130may include a pressurized air source132, which may bleed air135from the engine111. The bleed air135may be conditioned using for example a heat exchanger136using a cooling medium such as ram air137. The cooled air is filtered using a filter138. An air separation module (ASM)140of the NGS130receives the conditioned and pressurized air135and separates the pressurized air into two gasses, one containing mostly oxygen144which is discarded and inert air (nitrogen-enriched air)146. The inert air146may be pressure-regulated after leaving the ASM140and directed to the fuel tank. At the fuel tank, the inert air replaces other gases, including flammable gasses, which may be within the fuel tank. Turning toFIG.4the ASM140comprises a canister generally referenced as160. The canister160is formed of aluminum. The canister160has a linear shape and may be referred to herein as linear canister160. The linear canister160may have a diameter D and length L defined by a distance between opposing ends162,164. In one embodiment the linear canister160is cylindrical. The linear canister160contains a flexible membrane170(FIG.4). The membrane170separates oxygen molecules and nitrogen molecules from each other in air. In one embodiment, the membrane170comprises a bundle of fibrous material. Opposing ends180a,180bof the membrane170, are secured to the canister160by a fastener such as an adhesive or other mechanical fastener. A size of a canister160may depend on a size of a fuel tank being treated by the ASM140. A larger fuel tank requires a greater amount of inert air. The greater amount of inert air requires a greater amount of membrane170, and thus a larger canister160, or multiple canisters. Available space for installing a canister160may be limited within an installation envelope in the NGS130. The installation envelope may form a complex geometry based on aircraft structures and components, which may be driven by the airframer. Turning now toFIGS.5a-5d, in view of the size constraints of installation envelopes typically found on aircraft disclosed herein are different configurations for a canister generally referred to as200that include at least partially nonlinear shape between opposing ends202,204. Such canister200may be generally referred to herein as a shaped canister200. This can be accomplished, in one embodiment, by making the shaped canister200using additive manufacturing processes, or 3D printing, or the like. For example, one configuration for the shaped canister200amay be an S-shape (FIG.5a). Another configuration for the shaped canister200bmay be a banana shape (FIG.5b). A further configuration for the shaped canister200c-200dmay be spiral or helix shape (FIGS.5c-5d) (also referred to herein as the helical shaped canister200c-200d). Restrictions in the ASM140installation volume can reduce the size of a linear canister160, thus reducing the capability of the NGS130. The configurations of the shaped canister200inFIGS.5a-5dprovide similar to or greater internal surface area than the linear canister160(FIG.4), contoured to better fit the installation envelope that the linear canister160cannot. Thus, dependent on the aircraft installation envelope, such configurations may increase an amount of membrane170that may be installed in a shaped canister200as opposed to a prior art linear canister160. This is because, for example, within a same installation envelope, a rectified length (e.g., a total length along a nonlinear shape) of the shaped canister200ofFIGS.5a-5dmay greater than the length L of the linear canister160. For example, a rectified length of the helical shaped canister200c-200d(FIGS.5c-5d) is the square root of the sum of the squared height H and the squared circumference, and wherein the circumference is the diameter of the helix DH times Pie (3.1417). If the height H of the helical shaped canister200c-200dis equal to the length L of the linear canister160(FIG.4), then the rectified length of the helical shaped canister200c-200dis necessarily greater than the length L of the linear canister160. If H of the helical shaped canister200c-200dis the same as L of the linear canister160, the surface area available for the membrane170in the helical shaped canister200c-200dis greater than the surface area for the linear canister160. This determination is based in part on the DH for the helical shaped canister200c-200dbeing non-zero and the diameter D of the helical shaped canister200c-200dand the linear canister160being the same. It is to be appreciated that modifying the diameter D of the shaped canister200inFIGS.5a-5dprovides a further ability to increase an amount of air separating membrane170that may be installed in the shaped canister200. Varying both the shape and the diameter of the shaped canister200to increase an amount of air separating membrane170within the shaped canister200is within the scope of the disclosed embodiments. Complex shapes of the shaped canister200may be formed by connected canister sections which may be either linear or nonlinear. For example, the S-shape for the shaped canister200a(FIG.5a) may be obtained with two sections200a1,200a2meeting at a junction200a3. In this configuration, the two sections200a1,200a2have opposing curve shapes to thereby form the S-shape. The banana shape for shaped canister200b(FIG.5b) may be obtained with two sections200b1,200b2meeting at a junction200b3. In this configuration one section200a1is linear and the other section200b2is curved to thereby form the banana shape. As illustrated inFIG.5c, the helix-shape for the shaped canister200cmay be formed from a single section having a constant arc-curve extending between opposing ends202,204. In one embodiment, as illustrated inFIG.5d, the helix-shape for the shaped canister200dmay be formed from a plurality of sections200d1,200d2connected at a plurality of seams, for example200d3, to form the integrated canister200d. For each configuration of the ASM140, the shaped canister200includes the membrane170. The membrane170may be installed by drawing the membrane170from one end202of the shaped canister200toward the other end204of the shaped canister200. Then the membrane170is secured to the opposing ends of the shaped canister200. In an embodiment an additive process of selective laser sintering (SLS) is utilized to form the shaped canister200. One non-limiting material for being utilized in the SLS process is a thermoplastic such as poly-ether-ketone-ketone (PEKK). Using the SLS process with a thermoplastic as a sintering material results in a relatively high strength, low weight structure for the shaped canister200. The shaped canister200obtained with the SLS process may have a relatively complex shape (FIGS.5a-5c) and be relatively light compared with an aluminum linear canister160(FIG.4), and thus suitable for an ASM140. In addition to new-build installations, an ASM140comprising such shaped canister200may be retrofitted into an NRS130that is part of an existing aircraft100. Turning toFIG.6, a method is disclosed of configuring the ASM140. The method includes block500of determining an at least partially nonlinear shape between opposing ends202,204of the shaped canister200. The purpose of this determination is to configure the shaped canister200to fit within the installation envelope of the ASM140and to store therein an air separating membrane170. In one embodiment the shape between opposing ends202,204is one of S-shape, banana shape, or helix shape. In one embodiment block500further includes determining a diameter of the shaped canister200for the ASM140. Block510includes additively manufacturing the shaped canister200. In one embodiment block510includes utilizing a selective laser sintering (SLS) process to fabricate the shaped canister200. In one embodiment block510includes utilizing a thermoplastic to form the shaped canister200. Block520includes installing the air separating membrane170in the shaped canister200. In one embodiment block520includes drawing the air separating membrane170from one end202of the shaped canister200to the other end204of the shaped canister200, and securing the air separating membrane170to the opposing ends202,204of the shaped canister200. At block530, the shaped canister200is installed in the installation envelope for the NGS130. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, element components, and/or groups thereof. While the present disclosure has been described with reference to an exemplary embodiment or embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this present disclosure, but that the present disclosure will include all embodiments falling within the scope of the claims. | 12,292 |
11858649 | DETAILED DESCRIPTION Embodiments of the present inventive concepts now will be described more fully hereinafter with reference to the accompanying drawings, in which embodiments of the inventive concepts are shown. The inventive concepts may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the inventive concepts to those skilled in the art. Like numbers refer to like elements throughout. Some aircrafts have multiple external power (“EP”) interfaces to allow for multiple EP sources to be connected to the aircraft. Increasing the number of EP sources that can be connected to an aircraft can increase the number of EP switches required on a flight deck, which can reduce available space on the flight deck. Additional EP switches can also increase the complexity of controlling an EP system, which can increase the workload and training needs of flight crews. Various embodiments herein describe using a single EP switch that is coupled to multiple onboard controllers, which are coupled to multiple EP sources to distribute power to onboard systems. Some embodiments herein are discussed in the context of an aircraft, but a single physical EP switch can be used to control multiple EP source for any suitable application including other vehicles (e.g., cars, trucks, buses, boats) and other applications that involve the control of multiple EP sources. In some embodiments, the use of a single EP switch allows for control of multiple external power sources in a clear and unambiguous manner by an operator on board a vehicle (e.g., an aircraft). In additional or alternative embodiments, the use of a single EP switch reduces physical space requirements and reduces crew workload and training. The term EP source is used herein to describe an actual source of power and/or an EP interface of an aircraft that can be connected to a source of power. An EP source may be configured to be in one of a number of EP states. For example, the EP source may be in an EP state in which the EP source provides power to an aircraft (e.g., connected to the aircraft and turned on); the EP source may be in an EP state in which the EP source is available to provide power to the aircraft (e.g., connected to the aircraft but turned off); or the EP source may be in an EP state in which the EP source is unavailable to provide power to the aircraft (e.g., disconnected from the aircraft). FIG.1is a block diagram illustrating an example of an EP system100to control multiple EP sources130a-bwith a single EP switch112. In this example, the EP system100includes the EP switch112in a flight deck panel110, EP controllers120a-b, and electronic display unit140to control EP sources130a-b. The single EP switch112may control EP sources130a-bvia EP controllers120a-band may display an indication of an EP state of the EP sources130a-b. The EP controllers120a-bare each coupled to the EP power switch112and the electronic display unit140for receiving instructions on how to handle the EP sources130a-band for communicating information regarding an EP state of the EP sources130a-b, respectively. In this example, EP controller120ais coupled to EP source130afor controlling EP source130aand determining an EP state of the EP source130a. EP controller120bis coupled to EP source130bfor controlling EP source130band determining an EP state of the EP source130b. As indicated by the dashed lines, in some embodiments, EP controller120ais communicatively coupled to EP controller120bfor exchanging information regarding EP states of their corresponding EP sources130a-b. In additional or alternative embodiments, EP controller120ais communicatively coupled to EP source130b(in addition to EP source130a) to determine an EP state of EP source130band EP controller120bis communicatively coupled to EP source130a(in addition to EP source130b) to determine an EP state of EP source130a. In additional or alternative embodiments, EP controller120ais communicatively coupled to EP source130b(in addition to EP source130a) to provide secondary control of EP source130b(e.g., in case of EP controller120bfailure) and EP controller120bis communicatively coupled to EP source130a(in addition to EP source130b) to provide secondary control of EP source130a(e.g., in case of EP controller120afailure). In some embodiments, EP controllers120a-binclude a sensor for sensing if a plug corresponding to an actual source of power associated with EP sources130a-bis connected (e.g., plugged in). In some embodiments, EP controllers120a-binclude a control unit, a system controller, a bus power control unit, a generator control unit, and an electrical load management system controller. The EP controllers120a-benable multiple power bus circuits to direct power distribution to multiple electrical systems within the aircraft depending on available EP sources and a preset hierarchy based on the electrical systems power priorities without re-activating (e.g., pressing the EP switch112). For example, if EP source130ais connected and EP source130bis disconnected, then when EP source130bis connected to the aircraft, an EP state associated with the EP source130bis set to match the EP state of EP source130awithout user interaction. In some embodiments, the EP switch112is configured to display a predetermined indication based on the EP state of each of the EP sources130a-b. In some examples, the EP switch112includes an on indicator and an available indicator (e.g., a lamp that illuminates the term “ON” and a lamp that illuminates the term “AVAIL”). The on indicator and the available indicator reflect a highest EP state of the EP sources. The EP states may be ranked such that “On for General Operations” (for which the on indicator is illuminated) is greater than “On for Ground Handling” (for which the available indicator is illuminated) is greater than “Available” (for which the available indicator is illuminated) is greater than “Off” (for which no indicator is illuminated). In additional or alternative embodiments, operation of the EP switch112is based on a state of an EP switch indicator prior to switching (e.g., pressing) the EP switch112. For example, if the EP switch indictor displays an on state (e.g., “ON” indicator illuminated) prior to pressing the EP switch, then connected EP sources will be placed in an available state as a result of pressing the switch. Accordingly, the state of the EP switch indicator would display an avail state (e.g., “AVAIL” indicator illuminated) after pressing the switch. In additional or alternative embodiments, an EP system avoids race conditions and an appearance of the system not responding to crew actions by switching the EP state of a first EP source with the highest EP state and setting an EP state for each other EP source to be the same as the first EP source. This is in contrast to a situation in which, if one EP source is “On for General Operations” and another EP source is “Available,” the result of pressing the EP switch would be for an ON indicator to remain illuminated as one EP source would switch to available and the other would switch to on. In additional or alternative embodiments, the EP system avoids driving both an ON and AVAIL indication lamp of an EP switch at the same time, as it can be an unclear/invalid indication to the crew. The EP system also avoids failing to correctly drive any physical switch indication lamps if a system controller fails. In some embodiments, the electronic display unit140includes a user interface (e.g., a digital display) that displays individual EP states for each of the EP sources130a-b. The user interface also receives user input requesting changes in the EP state of a specific EP source or both of the EP sources120a-120b. The electronic display unit140transmits instructions to one or both of the EP controllers120a-bto cause the change in EP state. In some embodiments, the electronic display unit140is part of the flight deck panel110. In additional or alternative embodiments, an electronic display unit is independent from the flight deck panel. In some examples, the electronic display unit is external to the aircraft and usable by ground crews or maintenance crews to individually control the EP sources130a-b. In additional or alternative examples, the electronic display unit is part of an external device such as a maintenance laptop. In additional or alternative embodiments, an EP system does not include the electronic display unit140. Although the EP system100is depicted as including the EP switch112in the flight deck panel110, EP controllers120a-b, and electronic display unit140to control EP sources130a-b, other implementations are possible. For example, in alternative embodiments, an EP system includes just an EP switch and any number of EP controllers for controlling any number of EP sources. In additional or alternative embodiments, the EP switch is not located on the flight deck. FIG.2is a state diagram illustrating an example of EP states. In this example, there are four states: an off state210, an available state230, a ground handling state220, and a general operations state240. The off state210refers to an EP state of an EP source that is not plugged in or that has a power quality below a threshold limit (e.g., not within no-trip limits). The available state230is an EP state of an EP source that is plugged in (e.g., connected to an actual source of power) and has a power quality that meets a threshold limit (e.g., within steady-state no-trip limits), but for which an EP controller has not caused a closed circuit to form (e.g., not powering any buses). The ground handling state220is an EP state of an EP source that is plugged in (e.g., connected to an actual source of power), has a power quality that meets a threshold limit (e.g., within steady-state no-trip limits), and for which an EP controller has caused a closed circuit to form to thereby power ground handling loads (e.g., buses powered, loads shed down to needed for ground handling). The general operations state240is an EP state of an EP source that is plugged in (e.g., connected to an actual source of power), has a power quality that meets a threshold limit (e.g., within steady-state no-trip limits), and for which an EP controller has caused a closed circuit to form due to crew commanding ground power on (e.g., either via the physical EP switch or the electronic display unit). When an EP source is plugged in, the EP source can automatically be put into the same EP state as another EP source that is plugged in and has the highest EP state of plugged-in EP sources. In some embodiments, the off state210transitions to the available state230in response to a corresponding EP source being plugged in and a generator source being already online powering buses. The off state210transitions to the ground handling state220in response to (1) the corresponding EP source being plugged in and no sources being online providing power or (2) the corresponding EP source being plugged in and another EP source being in the ground handling state220. The off state210transitions to the general operations state240in response to the corresponding EP source being plugged in and another EP source being in the general operations state240. In some embodiments, an EP source in the available state230transitions to the off state210in response to the EP source being unplugged/disconnected, the EP source being tripped off (e.g., power quality falling below a threshold level), or the ground power unit being turned off. The EP source in the available state230transitions to the ground handling state220in response to the last generator source being commanded offline such that there are no generators available to power AC buses. The EP source in the available state230transitions to the general operations state240in response to the associated electronic display unit interface button being pressed or in response to the EP switch being pressed and another EP source not being in a general operations state (such that all connected EP sources are commanded on). In some examples, if two EP sources are both in the available state230when the EP switch is pressed, both would transition to the general operations state240. In additional or alternative examples, if a first EP source is in a general operations state240and a second EP source is in an available state230, the second EP source is not transitioned to the general operations state240. Instead, the first EP source is transitioned to the available state230. In alternative examples, the first EP source may be prevented from transitioning to the available state230, and the second EP source may transition to the general operations state240. In some embodiments, an EP source in the ground handling state220transitions to the off state210in response to the EP source being unplugged/disconnected, the EP source being tripped off (e.g., power quality falling below a threshold level), or the ground power unit being turned off. The EP source in the ground handling state220transitions to the available state230in response to another EP source that was in the ground handling state being commanded on by its associated electronic display unit button being pressed or a generator source that is commanded on. The EP source in the ground handling state220transitions to the general operations state240in response to (1) the EP source's associated electronic display unit button being pressed or (2) the EP switch being pressed and another EP source not being in a general operations state240(such that all connected EP sources are commanded on). In some embodiments, an EP source in the general operations state240transitions to the off state210in response to the EP source being unplugged/disconnected, the EP source being tripped off (e.g., power quality falling below a threshold level), or the ground power unit being turned off. The EP source in the general operations state240transitions to the available state230in response to (1) a generator source being commanded on, (2) the EP source's associated electronic display unit button being pressed and a generator source being available to power AC buses or another EP source being in a general operations state240, or (3) the EP switch being pressed and a generator source being available to power AC buses such that all connected EP sources are set to the available state230. In some examples, if two EP sources are in the general operations state240and the EP switch is pressed, both EP sources will transition to the available state230. The EP source in the general operations state240transitions to the ground handling state220in response to (1) the EP's associated electronic display unit button being pressed and no generator sources being available to power AC buses and no other EP source being in the general operations state240, or (2) the EP switch being pressed and no generator sources being available to power AC buses. There can be less or more EP states. For example, in some alternative embodiments, an available state can encompass available state230and ground handling state220. FIG.3is a table illustrating examples of EP states for a pair of EP sources in response to an EP switch being pressed. FIG.4is a table illustrating examples of EP states for a pair of EP sources after one EP source is plugged in. FIG.5is a table illustrating examples of EP switch indicator states corresponding to different EP states among multiple EP sources. FIGS.6A-Bare schematic diagrams illustrating examples of an EP switch610.FIG.6Adepicts an example of EP switch610with an on lamp652extinguished and an available lamp654illuminated. Accordingly, inFIG.6A, EP switch610indicates that one or more EP sources are connected and available, but not are in an “ON” state. Pressing the EP switch610inFIG.6Awould cause the EP switch indicators652,654to switch to the state as illustrated inFIG.6B, as well as cause the power controllers to switch the EP state of connected EP sources to an “ON” state. FIG.6Bdepicts an example of EP switch610with on lamp652illuminated and available lamp654extinguished. Accordingly, inFIG.6BEP, switch610indicates that at least one of the one or more EP sources that are connected is in an “ON” state. Pressing the EP switch610inFIG.6Bwould cause the EP switch indicators652,654to switch to the state as illustrated inFIG.6A, as well as cause the power controllers to switch the EP state of any EP sources in an “ON” state to an “Available” state. Although not illustrated inFIGS.6A-B, both EP switch indicators652,654of EP switch610can be extinguished in response to no EP sources being connected with a power quality within no-trip limits. FIG.7is a block diagram illustrating an example of an EP switch710. As illustrated, EP switch includes a processor730communicatively coupled with memory720, network interface740, EP indicator750, and user interface760. The memory720may include computer-readable program code that, when executed by the processor730, causes the processor730to perform operations according to embodiments disclosed herein. According to other embodiments, processor730may be defined to include memory, so that separate memory is not required. As discussed herein, operations of the EP switch710may be performed by processor730and EP indicator750. For example, processor730controls EP indicator750to display an “ON” or an “AVAIL” indicator (e.g.,652,654ofFIGS.6A-B) based on an EP state of one or more EP sources. In additional or alternative examples, processor730transmits instructions, via network interface740, to power controllers controlling the one or more EP sources, the instructions being based on detecting user input via user interface760. Moreover, modules may be stored in memory720, and these modules may provide instructions, so that when instructions of a module are executed by processor730, processor730performs respective operations (e.g., operations discussed below with respect toFIG.10). AlthoughFIG.7illustrates the EP switch710as being a “smart” switch with processor730, other implementations are possible. In some examples, an EP switch is a momentary action switch that is an open circuit when released and a closed circuit when pressed. The EP switch includes system-driven indication lamps for “ON” and “AVAIL.” A first EP controller is a master EP controller for driving lamp indications of the EP switch, and a second EP controller is a backup. The master EP controller uses information about EP states for all EP sources to drive the indications. If the master EP controller is failing, the second EP controller uses information about EP states for all EP sources other than the EP source managed by the master EP controller. FIG.8is a block diagram illustrating an example of an EP controller800. As illustrated, the EP controller800includes a processor830communicatively coupled with memory820, network interface840, and EP source interface850. The memory820may include computer-readable program code that, when executed by the processor830, causes the processor830to perform operations according to embodiments disclosed herein. According to other embodiments, processor830may be defined to include memory, so that separate memory is not required. As discussed herein, operations of the EP controller800may be performed by processor830. For example, processor830determines an EP state of a first EP source via EP source interface850, determines an EP state of a second EP source from another EP controller via the network interface840, and causes an EP switch indicator to display information based on the EP states. In some embodiments, processor830controls the EP switch indicator via the network interface840. In additional or alternative embodiments, processor830informs a processor in the EP switch (e.g., processor730of EP switch710inFIG.7) about one or more EP states via network interface840. In additional or alternative embodiments, processor830controls distribution of power from an EP source based on the EP state. In additional or alternative embodiments, processor830changes a state of an EP source based on receiving indication, via network interface840, that the EP switch was pressed. Moreover, modules may be stored in memory820, and these modules may provide instructions, so that when instructions of a module are executed by processor830, processor830performs respective operations (e.g., operations discussed below with respect toFIG.10). FIG.9is a block diagram illustrating an example of an electronic display unit900. As illustrated, the electronic display unit900includes a processor930communicatively coupled with memory920, network interface940, EP indicator950, and user interface960. The memory920may include computer-readable program code that, when executed by the processor930, causes the processor930to perform operations according to embodiments disclosed herein. According to other embodiments, processor930may be defined to include memory, so that separate memory is not required. As discussed herein, operations of the electronic display unit900may be performed by processor930, EP indicator950, and user interface960. For example, processor930receives EP state information for individual EP sources, via network interface940, and displays the EP state information via the EP indicator950. In some embodiments, the EP indicator950is part of the user interface960. In additional or alternative embodiments, processor930receives user input, via user interface960, requesting a change in EP state to a specific EP source. Processor930causes the change in EP state by transmitting instructions to one or more EP controllers via network interface940. Moreover, modules may be stored in memory920, and these modules may provide instructions, so that when instructions of a module are executed by processor930, processor930performs respective operations (e.g., operations discussed below with respect toFIG.10). FIG.10is a flow chart illustrating an example of a process for controlling multiple external power sources with a single external power switch. The process can be performed by one or more processors in an EP system.FIG.10is described below as performed by processor730of EP switch710, however, other implementations are possible. In some embodiments, the process is performed by processor830of EP controller800. In additional or alternative embodiments, the process is split between processors of multiple controllers and processor730of EP switch710. At block1010, processor730determines EP states associated with multiple EP sources. In some embodiments, each EP state is one of: an off state; an available state; a ground handling state; or a general operations state. The general operations state is a higher state than the ground handling state, which is a higher state than the available state, which is a higher state than the off state. The off state indicates an associated EP source is not plugged in or has a power quality that is outside a no-trip limit. The available state indicates that an associated EP source is plugged in, has a power quality that is within the no-trip limit, and has no load. The ground handling state indicates that an associated EP source is plugged in, has a power quality within the no-trip limit, and is powering ground handling. The general operations state indicates an associated EP source is plugged in, has a power quality within the no-trip limit, and is powering general operations. At block1020, processor730determines a highest EP state of the EP states. At block1030, processor730controls an EP indicator based on the highest EP power state. In some embodiments, the EP indicator includes an “ON” indication and an “Available” indication. The ON indication is illuminated to indicate that at least one of the EP sources is in a general operations state. The Available indication is illuminated to indicate that none of the EP sources are in a general operations state and that at least one of the EP sources is in an available state or in a ground handling state. In additional or alternative embodiments, controlling the EP indicator based on the highest EP state includes illuminating and/or extinguishing the ON indication and/or the Available indication based on the EP states. In additional or alternative embodiments, the ON indicator is an ON lamp and the Available indicator is an AVAIL lamp. At block1040, processor730sets the EP state associated with the first EP source to be the higher state of an available state or the highest EP state. In some embodiments, in response to the highest EP state of the EP states being the general operations state, the processor730sets the EP state associated with each EP source that is connected (e.g., plugged in) to the available state or the ground handling state. In additional or alternative embodiments, in response to the highest EP state of the EP states being the available state or the ground handling state, processor730sets the EP state associated with each EP source that is connected to the general operations state. At block1050, processor730determines an EP switch has transitioned between a first state and a second state. In some embodiments, the EP switch is a physical switch that is toggled between two states based on user input. In additional or alternative embodiments, the EP switch is a momentary switch that is in a first state when unpushed, in a second state while pushed, and returns to the first state. At block1060, processor730sets the EP state associated with each EP source that is plugged in based on the highest EP state. In some embodiments, processor730sets the EP state associated with each EP source that is plugged in based on the highest EP state in response to determining that the EP switch has transitioned between the first state and the second state. In additional or alternative embodiments, processor730sets the EP state associated with each EP source that is plugged in based on the highest EP state in response to an EP source being connected. At block1070, processor730controls power distribution of the EP sources based on the EP state associated with each EP source. In some embodiments, controlling the power distribution of the EP sources includes controlling a plurality of controllers to enable power bus circuits to direct power distribution to electrical systems based on EP states that are each associated with one EP source. The controllers include a control unit, a system controller, a bus power control unit, a generator control unit, and an electrical load management system controller. At block1080, processor730determines that a first EP source has been connected (e.g., plugged in). In some embodiments, processor730receives a signal from a plug sensor. In additional or alternative embodiments, the first EP source being plugged in completes a circuit that is detectable by the processor730. In some embodiments, the EP sources are EP sources for an aircraft, and the EP switch is a single physical EP switch in the aircraft. Various operations from the flow chart ofFIG.10may be optional with respect to some embodiments of EP systems and related methods. In some embodiments, blocks1040,1050,1060,1070, and1080ofFIG.10are optional. In alternative embodiments, blocks1010,1020,1030,1040, and1080are optional. In alternative embodiments, blocks1030,1040,1050, and1070are optional. Many different embodiments have been disclosed herein, in connection with the above description and the drawings. It will be understood that it would be unduly repetitious and obfuscating to literally describe and illustrate every combination and subcombination of these embodiments. Accordingly, all embodiments can be combined in any way and/or combination, and the present specification, including the drawings, shall be construed to constitute a complete written description of all combinations and subcombinations of the embodiments described herein, and of the manner and process of making and using them, and shall support claims to any such combination or subcombination. In the drawings and specification, there have been disclosed typical embodiments of the inventive concepts and, although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation, the scope of the inventive concepts being set forth in the following claims. | 28,644 |
11858650 | DETAILED DESCRIPTION As previously discussed, the RAT, depending on the deployment actuator configuration, can be restowed by either manually operating a hydraulic actuator pump for retracting the RAT into a stowed position or operating an electrical switch that controls an electrically activated hydraulic solenoid valve that adjusts the RAT to and from the stowed position. The conventional manual operation process requires a human maintenance operator to manually operate a hydraulic pump. The hydraulic pump supplies high pressure fluid to the actuator, which in turn forces the actuator to retract such that the RAT is transitioned into a stow position and within the aircraft. However, the conventional manual restow process involves strenuous activities that are inconvenient to the maintenance operator. For instance, the manual pump operation requires the maintenance operator to transition and hold a momentary valve within the restow pump to allow fluid from the restow pump to enter the actuator. Simultaneously, the maintenance operator must manually actuate the restow pump handle over several pump cycles to pressurize fluid contained within the restow pump body. The electrical switch (which can be implemented by a stow panel or controller) and electrically activated hydraulic solenoid valve aim to reduce the physical work and effort required by the maintenance operator. However, additional components such as the stow panel/controller, hydraulic solenoid valve, aircraft fluid ports, a secondary pilot valve, and additional pressure sensors are necessary to facilitate the electrical restow operation. As a result, the conventional electrical restow approach adds complexity, monetary costs, and weight to the RAT system. Various non-limiting embodiments described herein provides a manually activated hydraulic circuit that omits the costly additional components employed in the conventional electronic restow approach, while still allowing a maintenance operator to conveniently facilitate RAT restow. The manually activated hydraulic circuit includes a manually actuated hydraulic valve that supplies high pressure fluid from the aircraft hydraulic system to the actuator, which in turn forces retraction of actuator and transitions the RAT into the stow position. In one or more non-limiting embodiments, the manually actuated hydraulic valve is installed between the supply and return ports of the RAT actuator and the hydraulic supply and return ports of the aircraft hydraulic system. To restow the RAT, a maintenance operator manually rotates the hydraulic valve from a first position (e.g., normal position) to a second position (e.g., restow position). The restow position allows high pressure fluid to be ported into the actuator cylinder so as to increase the pressure applied to the lower end of the actuator piston. In turn, the piston is displaced so as to retract the actuator and RAT back into the stowed position. In this configuration, fluid on the opposite side of the piston is also allowed to exit the actuator, returning to the aircraft. Once the RAT is restowed, the hydraulic valve is returned to the normal position to properly configure the hydraulic connections for future deployment. With reference now toFIG.1, a RAT restow system100including a RAT assembly10in fluid communication with a manually actuated hydraulic restow circuit101is illustrated according to a non-limiting embodiment. The RAT assembly10is mounted to an airframe12and is deployable between a stowed position for storage when not in use and a deployed position to provide electric power and/or hydraulic pressure.FIG.1illustrates the RAT assembly10in a deployed position. The RAT assembly10includes a turbine14, a gearbox16, a generator18, a hydraulic pump20, a strut22, a pivot post (or swivel post)24, an actuator assembly26, a low pressure fluid supply location28, a high pressure fluid delivery location30, an electricity delivery location32, a generator housing34(also simply called a “housing”), and a door linkage36. It should be noted that the RAT assembly10illustrated inFIG.1is shown merely by way of example and not limitation. Those of ordinary skill in the art will recognize that other RAT assembly configurations are possible. For instance, in further embodiments, either the generator18or the hydraulic pump20could be omitted entirely. Other components not specifically identified can also be included with the RAT assembly10. The turbine14is supported at or near the end of strut22, which in turn is attached to the generator housing34. The generator housing34is mounted to the airframe12with the swivel post24, which allows pivotal movement of the turbine14, strut22, generator housing34, etc. relative to the airframe12and can further provide fluid paths between the hydraulic pump20and both the low pressure fluid supply location28and the high pressure fluid delivery location30. The generator18is disposed within the generator housing34, and the hydraulic pump is supported on the generator housing34. The generator18can generate electric power that can be supplied to the electricity delivery location32. The hydraulic pump20can pump the fluid to various systems that utilize pressurized fluid for operation. During flight, the turbine14can rotate responsive to airflow along the outside of the airframe12. Rotational power from the turbine14can be transmitted through the gearbox16to either or both the generator18and the hydraulic pump20for operation. The hydraulic pump20can be coupled to the generator18such that the hydraulic pump20rotates at the same speed as the generator18. In alternative embodiments, the hydraulic pump20and the generator can be rotated at different speeds. The actuator assembly26can be configured as a combination spring- and fluidically-actuated mechanism for selectively deploying and stowing the RAT assembly10. A spring mechanism (not visible inFIG.1) can provide a biasing force to the RAT10in order to deploy the RAT assembly10when a locking mechanism such as, for example, a locking pawl or uplock (not shown) is released. A fluid (e.g., conventional hydraulic fluid) can be selectively introduced to a fluidic cylinder of the actuator assembly26to selectively provide force to stow the RAT assembly10, and can act as a part of a snubbing mechanism to help control movement of the RAT assembly10during deployment, and/or provide other functions. Further details of the actuator assembly are described below. The actuator assembly26further actuates at least one door38that can cover a RAT storage compartment in the airframe12in which the RAT assembly10can be stowed. The door linkage36can mechanically connect the door38to the strut22or another suitable structure (e.g., the generator housing34) of the RAT assembly10. In this way, movement of the strut22accomplished using the actuator assembly26can be transmitted to the door38through the door linkage36, such that the door38is concurrently and simultaneously moved by the actuator assembly26, relative to the airframe12. Still referring toFIG.1, the manually activated hydraulic circuit includes a manually actuated hydraulic valve102. The manually actuated hydraulic valve102selectively supplies high pressure fluid (e.g., hydraulic fluid) to the actuator assembly26, which in turn forces the actuator assembly26in a retracted position. Accordingly, the RAT assembly can be transitioned into the stow position and restowed in the RAT storage compartment in the airframe12. Turning toFIG.2, a cross-sectional view of the actuator assembly26included in a RAT restow system100is illustrated according to a non-limiting embodiment. The view of the actuator assembly26is taken along line2-2ofFIG.1is illustrated according to a non-limiting embodiment and depicts the actuator assembly26in a stowed position. The actuator assembly26includes a housing40, a piston42, a piston subassembly44, one or more springs46and48, a spring guide50, a stop51, a lower fluid compartment52, an upper fluid compartment53, an actuator supply fluid port54-1, and an actuator return fluid port54-2. The actuator assembly26can further include a conventional locking mechanism (not shown), such as a locking pawl, uplock, etc., to help maintain the RAT assembly10in a stowed position prior to selective release of the locking mechanism. The housing40can be configured as a two-part cylinder. A connection point40-1can be provided at one end of the housing40, to allow mechanical connection of the housing40to a desired mounting location (e.g., to a portion of the RAT assembly10or to the airframe12). The housing40can be made of a metallic material. The piston42can be configured as a single unitary and monolithic piece that includes a piston head42-1(sometimes referred to as a downlock portion)42-1and a rod portion42-2. The piston head42-1can be positioned inside the housing40, and the rod portion42-2can extend through the housing40. A diameter of the piston head42-1can be relatively small relative to prior art actuator piston heads to help make room for a first (e.g., inner) spring46. An end of the rod portion42-2of the piston42can be connected to an eyelet structure56, in which a monoball or spherical bearing can be positioned. The eyelet structure56can provide a connection point56-1, allowing the eyelet structure56and the piston42to be mechanically connected to a desired mounting location (e.g., to a portion of the RAT assembly10or to the airframe12). Actuation of the actuator assembly26can produce displacement between the connection point40-1(associated with the housing40) and the connection point56-1(associated with the piston42). Movement of the piston42, and therefore available displacement between the connection points40-1and56-1, defines an overall actuation (or deployment) stroke that places the actuator assembly in the deployed position. The fluid compartment52can provide a working area for a suitable fluid (e.g., hydraulic fluid) used to selectively control operation of the actuator assembly26. The piston42can be positioned along the fluid compartment52, such that the fluid compartment52provides a volume for the fluid to be introduced to control the relative positions of the housing40and the piston42. The fluid can pass into and out of the fluid compartment52through the housing40by way of an actuator supply fluid port54-1and an actuator return fluid port54-2. The fluid in and out of the actuator assembly26is controlled using the manually actuated hydraulic restow circuit101, which is discussed in greater detail below. The piston subassembly44can be of any desired configuration, including known designs. When the actuator assembly26is in a fully deployed position (as shown inFIG.6), the piston subassembly44can selectively lock the piston42relative to the housing40, thereby helping to lock the actuator assembly26in the fully deployed position for operation. Further, it should be understood that the piston subassembly44is provided merely by way of example and not limitation. Persons of ordinary skill in the art will appreciate that other downlock mechanisms can be utilized in further embodiments, or can be omitted entirely. The springs46and48can be helical coil springs that cooperate to provide actuation force capable of deploying the actuator assembly26, along with any connected deployable components such as the RAT assembly10and the door38. Although two springs46and48are described herein, it should be appreciated more or less springs can be employed without departing from the scope of the invention. The springs46and48can be held in compression when the RAT assembly10is in the stowed position, and the potential energy of the springs46and48released to provide deployment force when the locking mechanism (e.g., locking pawl) is released (as already noted, the locking mechanism is not specifically shown). The first and second springs46and48can each have relatively high spring load capacities. In one embodiment, round spring wires are used for one or both of the springs46and48. Alternatively, square cross-section spring wires can be used for one or both of the springs46and48to provide even higher load capacity within the same envelope as a round wire spring. Titanium, and alloys thereof, can be used to make one or both of the springs46and48, which offers a larger load capacity in the same envelope than stainless steel springs. In still further embodiments, other materials such as stainless steel can be used for the springs46and48, typically with corresponding adjustments to the diameter of the housing40to accommodate the necessary spring size for given material combinations. In the illustrated embodiment, the springs46and48are coaxially and concentrically position with the first spring46positioned radially inward from (i.e., at least partially within and encircled by) the second spring48. In one embodiment, the first and second springs46and48can be helical springs having coil shapes wound in opposite directions, which can help reduce a risk of interference as the springs46and48compress and/or expand. First ends of each of the first and second springs46and48can each be operatively engaged with the piston42, and the first end of the first spring46can be in physical contact with the piston head42-1of the piston42. A second end of the first spring46located opposite the first end can be operatively engaged with the spring guide50. A second end of the second spring48located opposite the first end can be operatively engaged with the housing40, and can further be in physical contact with an interior surface of the housing40. Persons of ordinary skill in the art will appreciate that relative relationships of the first and second springs46and48relative to the spring guide50can readily be reversed in alternative embodiments. The spring guide50can be a sliding member that allows the first (e.g., inner) spring46to deploy as long as necessary, and then allows the first spring46to travel—unloaded to its minimum working height—with the piston42during a remainder of a deployment stroke. Use of the spring guide50helps prevent the first spring46from becoming misaligned during any portion of the deployment stroke. The spring guide50of the illustrated embodiment is configured as a generally sleeve-like member having a stop50-1and a flange50-2. The stop50-1can be arranged at an inner diameter portion of the spring guide50. The flange50-2can extend generally radially outward, and can be arranged at or near an opposite end of the spring guide50from the stop50-1. The flange50-2can provide opposing contact surfaces for the first spring46and the housing40, respectively, and can selectively transmit actuation biasing force from the first spring46to the housing40when in contact with the housing40. The stop50-1can be arranged for sliding engagement with a portion of the piston subassembly44, and can interact with the stop51to restrict axial movement of the spring guide50(relative to the piston subassembly44) during the deployment process. In that way the spring guide50can be operatively engaged with the piston42in an indirect manner, via the sliding engagement with at least a portion of the piston subassembly44that moves with the piston42. In alternative embodiments, the spring guide50can be engaged with either spring46or48, and can be engaged with any desired portion of the piston42, the piston subassembly44or any other suitable component of the actuator assembly26that can travel with the piston40. Accordingly, the spring guide50can still provide a suitable stroke limit on the engaged spring46or48. During operation, the springs46and48can work together to overcome an opposing load (i.e., loading on the actuator assembly26from the RAT assembly10, the door38, etc.). More particularly, the springs46and48coil springs can both provide actuation force over a first portion of the overall actuation stroke. In general, to help optimize performance, the first spring46(e.g., the inner spring) can provide the most load capacity if only applying load for the minimum portion of the actuation stroke needed (compared to the total deployment stroke for the actuator assembly26), with the second spring48(e.g., the outer spring) providing the remaining load capacity to finish the deployment stroke, or vice-versa. Still referring toFIG.2, the manually actuated hydraulic restow circuit101includes a manually actuated hydraulic valve102interposed between a pair of actuator fluid lines104a,104band a pair of aircraft fluid lines106a,106b. The hydraulic valve102is illustrated as a rotary valve; however, other types of valves can be employed. For example, the hydraulic valve102can be packaged into a normally closed, momentarily actuated, linear hydraulic valve. The actuator fluid lines include an actuator supply line104ain fluid communication with the actuator supply fluid port54-1and an actuator return line104bin fluid communication with the actuator return fluid port54-2. The aircraft fluid lines include an aircraft supply line106aand an aircraft return line106b. The aircraft supply line106aand aircraft return line106bare in fluid communication with a hydraulic system108integrated with the aircraft (i.e., installed directly on the aircraft) to deliver and receive hydraulic fluid. The manually actuated hydraulic restow valve102includes a grip110(e.g., a handle) configured to transition the valve from a first position, e.g., a normal operating position (seeFIG.3A) to a second position, e.g., a restow operating position (seeFIG.4A). In one or more embodiments, the valve102can employ a restrictive orifice (not shown) that limits the hydraulic fluid flow rate to control the speed to retraction, and a pressure relief valve (not shown) to limit pressure within the actuator assembly26. In the normal operating position, the actuator supply line104ais placed in fluid communication with the actuator return line104bwhile closing the fluid path to the aircraft supply line106a(seeFIG.3B). Accordingly, fluid can be ejected from the lower fluid compartment52of the actuator assembly26and recycled back into the upper fluid compartment53as discussed in greater detail below. In addition, the need for a localized fluid reservoir is eliminated. When placed in the restow operating position, however, the actuator supply line104ais placed in fluid communication with the aircraft supply line106a(seeFIG.4B). In this manner, fluid can be delivered from the aircraft supply line104ato the actuator supply line106aand into the lower fluid compartment52of the actuator assembly26. In one or more non-limiting embodiments, the valve102can include a valve spring112that is biased according to the normal operating position. When the valve102is placed into the restow operating position, the valve spring112is loaded so that the valve102can be automatically returned to the normal operating position when a human operator (e.g., ground maintenance crew member) releases the grip110. The automatic retraction of the valve102into the normal operating condition ensures that the correct pressure differential is applied to the actuator assembly26so that the actuator assembly26can properly transition into the deployed position when the uplock is released. With reference now toFIGS.5-8, operation of the RAT actuator assembly26and manually actuated hydraulic restow circuit101will be described according to non-limiting embodiments of the invention. AtFIG.5, the RAT actuator assembly26is illustrated in an initial stowed position. In the initial stowed position, the piston42is locked in its upper-most position via the locking mechanism. Further, the manually actuated hydraulic valve102exists in the normal operating position such that the actuator supply line104ais placed in fluid communication with the actuator return line104bwhile blocking the fluid path to the aircraft supply line106a. Referring toFIG.6, the RAT actuator assembly26is illustrated in the deployed position with arrows showing fluid communication during deployment. The deployed position is effected by releasing the locking mechanism and forcing fluid (indicated as dark arrows) into the aircraft return line106b. The fluid from the lower fluid compartment52is recirculated through the valve102and into the upper fluid compartment53rather than flowing into the aircraft supply line106a. Accordingly, the valve102allows fluid communication between the actuator return line104band the aircraft return line106b, while blocking the high pressure aircraft supply line106ato force the piston42downward into its lower-most position to deploy a RAT (not shown ifFIG.5) coupled to connection point56-1. Turning now toFIG.7, the RAT actuator assembly26and manually actuated hydraulic restow circuit101is illustrated when placing the manually actuated restow valve102in the restow position to restow a RAT. The restow position is invoked by manually transitioning (e.g., rotating) the hydraulic valve102from the normal operating position to the restow operating position as further shown inFIG.7. As mentioned above, the valve102can include a valve spring112that is biased according to the normal operating position. When the valve102is placed into the restow operating position as shown inFIG.7, the valve spring112is loaded so that the valve102can be automatically returned to the normal operating position when a human operator (e.g., ground maintenance crew member) releases the grip110. In response to effecting the restow position, the actuator supply line104ais placed in fluid communication with the aircraft supply line106a. In this manner, fluid can be delivered from the aircraft supply line106ato the actuator supply line104aand into the lower fluid compartment52of the actuator assembly26. The fluid input to the lower fluid compartment52increases the pressure therein, which in turn forces the piston42upward until it is locked via the locking mechanism in its upper-most position. As the piston42moves upward, fluid is ejected from the upper fluid compartment53via the actuator return line104band can be delivered back into the aircraft hydraulic system via the aircraft return line106b. Turning toFIG.8, the RAT actuator assembly26and manually actuated hydraulic restow circuit101when returning the manually actuated restow valve102in the normal position. Accordingly, the actuator supply line104ais again placed in fluid communication with the actuator return line104bwhile blocking the fluid path to the aircraft supply line106a. In embodiments where the valve102includes the valve spring, the valve102is automatically returned to the normal operating position when a human operator (e.g., ground maintenance crew member) releases the grip110as shown inFIG.8. Accordingly, the automatic retraction of the valve102into the normal operating condition ensures that the actuator assembly26can properly transition back into the deployed position when the locking mechanism is released to deploy the RAT for future use. As described herein, various non-limiting embodiments provide a hydraulic restow circuit that includes a manually actuated hydraulic restow valve that supplies high pressure fluid to an actuator assembly. The high pressure fluid forces a piston in the actuator to retract, thereby restowing a RAT coupled to the piston into a stow position. The hydraulic restow circuit includes a restow valve installed between the actuator ports of the in fluid communication with the actuator assembly and hydraulic ports in fluid communication with the aircraft. Transitioning the valve from a normal position to a restow position allows high pressure fluid to be ported into a lower fluid compartment of the actuator assembly, thereby transitioning the actuator assembly in the stowed state to restow the RAT. The term “about” is intended to include the degree of error associated with measurement of the particular quantity based upon the equipment available at the time of filing the application. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, element components, and/or groups thereof. While the present disclosure has been described with reference to an exemplary embodiment or embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this present disclosure, but that the present disclosure will include all embodiments falling within the scope of the claims. | 25,463 |
11858651 | DETAILED DESCRIPTION Some implementations of the present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all implementations of the disclosure are shown. Indeed, various implementations of the disclosure may be embodied in many different forms and should not be construed as limited to the implementations set forth herein; rather, these example implementations are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. For example, unless otherwise indicated, reference something as being a first, second or the like should not be construed to imply a particular order. Also, something may be described as being above something else (unless otherwise indicated) may instead be below, and vice versa; and similarly, something described as being to the left of something else may instead be to the right, and vice versa. Like reference numerals refer to like elements throughout. Example implementations of the present disclosure provide a framework that incorporates human-in-the-loop (HITL) into machine learning and, in particular, to interactive development of a machine learning (ML) model. The framework provides interactive visual analytics to leverage both machine learning and subject matter expert (SME) capabilities to iteratively make accurate and reliable decisions. The ML model developed according to example implementations may be applied to a number of different types of problems. For example, the ML model may be deployed to classify aircraft or aircraft components as healthy or faulty from measurements of properties recorded by an airborne flight recorder, such as a quick access recorder (QAR) of an aircraft that receives its input (the measurements) from sensors or avionic systems onboard the aircraft. In some examples, the framework is geared to users without machine learning expertise, focusing on domain knowledge, significantly helping SMEs correctly decide reliability of the ML model's predictions, and increasing their satisfaction by justifying the prediction with visual aids of the model's parameters. At least in the context of classifying aircraft or aircraft components, example implementations may support advance fault prediction for maintenance to schedule an inspection, obtain the necessary part and perform repair to avoid operational delays. It may therefore significantly reduce unplanned maintenance and delays due to related faults, and enhance operational efficiency. As explained in greater detail below, the framework of example implementations bridges the gap between SMEs and machine learning based on the observation that ML models that incorporate domain knowledge generally perform better than and are more reliable for decision-making than conventional ML models. Example implementations support localized inspection at a sensor or avionic-system level to facilitate an understanding of why certain data results in a specific prediction, and enables its users to generate new features and examine their effects on predictive models. The framework is a transparent machine learning framework that clearly shows the learning process to its user, which may significantly improve the exploration of the machine learning process aided by visual inspection. Example implementations follow an iterative, multistep process for developing a ML model, from exploratory data analysis, to feature construction and selection, model building and evaluation and refinement, in which one or more if not all of the steps are interactive. An interactive exploratory data analysis may facilitate an understanding of the data, and in particular in some examples, an understanding of in-flight time-series data from different perspectives. This may allow the user to play a key role in understanding sensors or avionic systems and a time window of observations to consider for ML models. In machine learning, features (independent variables) are measureable properties or characteristics of what is being observed, and the selection of relevant features is often an integral part of machine learning. An interactive feature selection (referred to herein at times as an interactive feature construction and selection) according to example implementations allows the user to iteratively select or otherwise construct or generate features. This may include the user iteratively adjusting feature values, and allowing the user to generate features in different ways such as time series or aggregations, and interactively observe how the ML model responds. An interactive model building according to example implementations of the present disclosure may allow the user to select from a number of different machine learning algorithms, and may offer algorithm-specific model visualization. This may allow the user to visually inspect the ML model to understand the algorithm used to build the ML model and then use that understanding to improve the model by incorporating the user's domain knowledge. For evaluation of the ML model, the framework of example implementations may produce a compact and easy to understand representation of model performance, such as by using a confusion matrix. In some examples, the framework may use risk values in predictions from the ML model, which may provide the user with instant feedback. This may include calculation of an optimal misclassification cost based on the user's assignment of relative importance to false positive/negative, which may then be converted into quantitative results by the underlying machine learning algorithm. FIG.1illustrates a system100for interactive machine learning model development, according to example implementations of the present disclosure. The system may include any of a number of different subsystems (each an individual system) for performing one or more functions or operations. As shown, in some examples, the system includes at least one source102of data, and a visual environment104for ML model development that may implement the framework of example implementations of the present disclosure. The visual environment includes a graphical user interface (GUI)106for interacting with an exploratory data analysis (EDA) module108, a feature construction and selection module110, a model building module112and a model evaluation module114, with one or more of the modules being interactive through the GUI. The subsystems including the source102, visual environment104, EDA module108, feature construction and selection module110, model building module112and model evaluation module114may be co-located or directly coupled to one another, or in some examples, various ones of the subsystems may communicate with one another across one or more computer networks116. Further, although shown as part of the system100, it should be understood that any one or more of the above may function or operate as a separate system without regard to any of the other subsystems. It should also be understood that the system may include one or more additional or alternative subsystems than those shown inFIG.1. As described herein, a source102is a source of data of a system such as flight data for an aircraft recorded by an airborne flight recorder (e.g., QAR) with input from sensors or avionic systems onboard the aircraft. In some examples, the source includes a memory that may be located at a single source or distributed across multiple sources. The memory may store a plurality of observations of data, each of which includes values of a plurality of independent variables, and a value of a dependent variable. The data may be stored in a number of different manners, such as in a database or flat files of any of a number of different types or formats. In some examples in which the system is an aircraft, the observations include flight data for flights of the aircraft. For each flight, the values of the independent variables are measurements of a plurality of properties recorded by the airborne flight recorder from the sensors or avionic systems during the flight, and the value of the dependent variable is an indication of a condition of the aircraft during the flight. The visual environment104is configured to cooperate with at least some of the EDA module108, feature construction and selection module110, model building module112and model evaluation module114to implement the framework of example implementations of the present disclosure to develop a ML model118according to an iterative process. In an iteration of the iterative process, the visual environment is configured to access the memory including the plurality of observations of the data each of which includes values of a plurality of independent variables, and a value of a dependent variable. The visual environment is also configured to cooperate with at least some of the EDA module, feature construction and selection module, model building module and model evaluation module to develop the ML model according to an iterative process. The ML model may be developed with a set of the independent variables for a set of the observations. These set of independent variables may include all or less than all of the independent variables in memory. Likewise, the set of observations may include all or less than all of the plurality of observations of the data in memory. In this regard, one or more of the set of independent variables or one or more of the set of observations may be selected based on user input via the GUI106. The visual environment104is configured to cooperate with the EDA module108to perform an interactive exploratory data analysis of the values of the set of independent variables for the set of observations, in which infographics are automatically produced in the GUI106to visually summarize the values of the set of independent variables. Examples of suitable exploratory data analyses include univariate analysis, bivariate analysis, outlier detection, correlation analysis and the like. Examples of suitable infographics include frequency distributions (e.g., histograms, bar plots, kernel density estimation plots), descriptive statistics (e.g., box plots, flight phase levels), data quality graphics (e.g., table plots, summaries of distinct count), correlations (e.g., heat maps), time-series plots and the like. The visual environment104is configured to cooperate with the feature construction and selection module110to perform an interactive feature selection (referred to herein at times as an interactive feature construction and selection) based on the interactive exploratory data analysis. In the interactive feature construction and selection, select independent variables from the plurality of independent variables are selected as or transformed into a set of features for use in building the ML model118to predict the dependent variable. The transformation may include application of one or more of the select independent variables to a transformation to produce a feature of the set of features. And in the interactive feature construction and selection, one or more of the select independent variables selected as or transformed into the set of features, or the transformation, may be based on user input via the GUI and the infographics automatically produced in the GUI. In this manner, a user such as a SME build their own features based on their domain knowledge, providing user input to dictate the select independent variable(s) and/or transformation from which a (new) feature may be produced for the set of features. As described herein, feature construction and selection may include feature selection as well as feature construction or feature generation. Feature construction and selection may incorporate techniques such as random forest, principal component analysis (PCA), information gain, correlation coefficient scoring and the like to select independent variables as features. Feature construction may include applying various functions such as addition, subtraction, cosine, tangent, sine, log, exponential or the like to one or more select independent variables to transform them into features. Feature generation may include deriving features from select independent variables using aggregating functions such as minimum, maximum, average, standard deviation, kurtosis, skewness, variance, quantile or the like. In some examples, the feature construction and selection may include a feature construction to transform select independent variables into an independent variable, as well as a feature generation to derive a feature from the independent variable. The visual environment104is configured to cooperate with the model building module112to build the machine learning model using a machine learning algorithm, the set of features, and a training set. In some examples, the ML model build is interactive like the exploratory data analysis, and feature construction and selection. That is, in some examples, the visual environment104is configured to cooperate with the model building module112to perform an interactive model building. In this interactive model building, the machine learning algorithm may be selected from a plurality of machine learning algorithms120based on user input via the GUI106. Examples of suitable machine learning algorithms include supervised learning algorithms, semi-supervised learning algorithms, unsupervised learning algorithms, active learning algorithms and the like. More specific examples include random forest, decision trees, logistic regression, support vector machines and the like. For the module build, interactive or otherwise, the training set may be produced from the set of features and the plurality of observations of the data, including values of the select independent variables, and the value of the dependent variable. In some examples, the iterative process further includes the visual environment104configured to cooperate with the model evaluation module114to perform a model evaluation to evaluate the ML model118, which may be an interactive model evaluation. This may include using the model to predict and thereby produce evaluative predictions of the dependent variable, and produce in the GUI106at least one evaluative infographic that summarizes the evaluative predictions in a layout that reflects performance of the machine learning model. In some examples, the evaluation may involve production of an interactive confusion matrix, class error plots, receiver operating characteristic (ROC) curves and the like. And in some examples, the interactive confusion matrix in the GUI includes a control to enable user input to increase or decrease a desired model output. As part of the model evaluation, instead of considering only numerical errors, example implementations may also account for the risk of false predictions through an interactive confusion matrix. Depending on the situation or application setting, risk appetite of end user may differ. For example, a ML model for recommending a book may be developed in a manner similar to a ML model recommending a part repair/change in an aircraft, but they may have different costs of false prediction. The visual environment104may therefore cooperate with the model evaluation module114to make an interactive control available to the user to increase or decrease the desired model output and get instant visual feedback of new outputs. This may be accomplished by an optimization algorithm for computational efficiency, or using any approach that involves searching for a predefined space to find best fits to objective. By giving the limits of acceptable values, the user may be again inputting their domain knowledge in development of the ML model118. The iterative process according to example implementations may include only one iteration after which the visual environment104is configured to output the ML model118for deployment to predict and thereby produce predictions of the dependent variable for additional observations of the data that exclude the value of the dependent variable. As explained above, the ML model developed by the system100may produce predictions that are more accurate than produced by a corresponding ML model built without the interactive exploratory data analysis and the interactive feature construction and selection that include user input via the GUI106. The iterative process in other examples may include one or more subsequent iterations used to adjust or refine the ML model118, such as through modifications in one or more of the interactive exploratory data analysis, interactive feature construction and selection or model build. In some examples, a modification may be made in the interactive exploratory data analysis, which may then propagate downstream. More particularly, in at least one subsequent iteration in some examples, the visual environment104may be configured to cooperate with the EDA module108to perform the interactive exploratory data analysis in which the set of independent variables or the set of observations is modified based on user input via the GUI106, and in which modified infographics are automatically produced in the GUI. In these examples, the visual environment is configured to cooperate with the feature construction and selection module110to modify one or more of the set of features to produce a modified set of features for the subsequent iteration, based on user input via the GUI and the modified infographics automatically produced in the GUI. And the visual environment104is configured to cooperate with the model building module112to build a version of the machine learning model using the machine learning algorithm, the modified set of features, and a modified training set produced from the modified set of features and the plurality of observations of the data. Additionally or alternatively, the iterative process may include one or more subsequent iterations in which a modification is made in the interactive feature construction and selection, which may then propagate downstream. In at least one subsequent iteration in some examples, the visual environment104is configured to cooperate with the feature construction and selection module110to modify one or more of the set of features to produce a modified set of features for the subsequent iteration, based on user input via the GUI106. In these examples, the visual environment is configured to cooperate with the model building module112to build a version of the machine learning model using the machine learning algorithm, the modified set of features, and a modified training set produced from the modified set of features and the plurality of observations of the data. In some examples a feature of the set of features is produced from application of one or more of the select independent variables to a transformation. In at least one subsequent iteration in some examples, the visual environment104is configured to cooperate with the feature construction and selection module110to modify the one or more of the select independent variables or the transformation based on user input via the GUI. The feature of the set of features produced therefrom may be thereby modified, with the set of features being a modified set of features including a thereby modified feature for the subsequent iteration. In these examples, the visual environment is configured to cooperate with the model building module112to build a version of the machine learning model using the machine learning algorithm, the modified set of features, and a modified training set. Even further, the iterative process may include one or more subsequent iterations in which a modification is made in the model build, or more particularly the interactive model building in some examples. In at least one subsequent iteration in some examples, then, the visual environment104is configured to cooperate with the model building module112to perform the interactive model building to build a version of the machine learning model using a different one of the plurality of machine learning algorithms120, the set of features, and the training set. Here, the different one of the plurality of machine learning algorithms may be selected based on user input via the GUI106. More particular example implementations of the system100being configured to implement the framework for interactive development of a machine learning (ML) model in the context of aircraft data will now be described with reference toFIGS.2,3,4,5and6, which illustrate phases of interactive development of a machine learning model. In this regard,FIG.2illustrates an interactive EDA phase200, according to some example implementations.FIGS.3and4illustrate implementations of an interactive feature construction and selection phase300,400. AndFIGS.5and6illustrate respectively an interactive model building phase500, and interactive model evaluation phase600, according to some example implementations. In these example implementations, the visual environment104including its GUI106, and the EDA module108, feature construction and selection module110, model building module112and model evaluation module114, may be implemented as a software-based tool for interactive development of a ML model. According to these more particular example implementations, operation of the tool may begin with the aircraft data (observations of data) being uploaded or otherwise received into the visual environment. As explained above, this may include observations of flight data from sensors or avionic systems (generally at times simply referred to as “sensors”) onboard the aircraft, recorded by an airborne flight recorder such as a QAR (the data thereby at times referred to as “QAR data”). This flight data may include independent variables that are measurements from the sensors. And the tool may enable a user such as a SME to add values of the dependent variable such as classification of the aircraft during the flights as healthy or faulty. As shown inFIG.2, in the interactive EDA phase200, the tool (visual environment104in cooperation with the EDA module108) is configured to perform an exploratory data analysis on time-series data of the flight data. The tool enables the user to make selections202of particular flights, flight phases (climb, cruise, etc.), sensors and/or measurements of their choice. In some examples, these selections may be enabled in the GUI106with suitable graphical user interface elements such as tabs, drop-down menus or the like. The tool may intelligently perform missing value imputation, keeping in mind the sampling frequency at which measurements are extracted from the QAR for each flight (regardless of aircraft model). The tool may also intelligently identify continuous and categorical sensor parameters (measurements), and visualize them for user exploration and selection. The tool provides the user with interactive and interpretable infographics or other artifacts204for the user's chosen flights, flight phases, etc., such as histograms, kernel density estimation (KDE) plots, data quality plots, time-series plots, heat maps for time-based correlation of sensors, univariate and multivariate boxplots, bar plots, and the like. These provide the user with useful (meaningful) insights unlike a static, non-interactive exploratory data analysis. For example, histograms and KDE plots help in understanding the distribution of continuous sensor parameters, and bar plots help in analyzing the frequency distribution of discrete sensor parameters. The user may also explore the flight parameters across various phases of the flight (cruise, climb, etc.) using the boxplots, histograms, time-series plots, bar plots and the like, which helps the user select important parameters based on their domain knowledge (helps in dynamically capturing distribution of each sensor parameter). Even further, the tool may include a comparison feature to compare two time series observations (flights that can be healthy or faulty) to obtain signature patterns for the failure of the flights across user-selected sensor parameters at each phase of the flight which are highly interactive in the way that the user can subset the time duration of the flights and visualize the cause of a fault. In some examples, the tool includes the intelligence to perform data cleansing and imputation, and at one or more if not every step, shows the user what sensor parameters are removed and why they were removed with interactive plots called table plots for both continuous and categorical parameters. A data quality table may be provided by the tool to keep track of the sensor parameters lost during cleansing (capturing outliers in the data). And the tool may allow the user to select (e.g., via a drop down menu) at least one final sensor after exploring each and every parameter that are carried forward to the next level of analysis, unlike static, non-interactive feature selection. As also shown, the tool may provide a history or storage206to store at least some if not all of the results of the interactive data analysis so that those results may be consulted or used again without repeating the entirety of the phase. As shown inFIG.3, in the interactive feature construction and selection phase300of the interactive model development, the tool (visual environment104in cooperation with the feature construction and selection module110) is configured to perform a redundant and highly-correlated feature analysis on inputs302such as the user-selected flights, flight phases, sensors and the like. In the GUI106, the tool may produce an interactive heat map of the sensors with their correlation coefficients and significance values. The user may here remove sensor parameters of their choice, not just by considering the coefficient values but based in the user's domain knowledge, and select only those sensors that are highly relevant to them for further analysis. Interactive feature construction and selection according to these more particular example implementations may also include the tool being configured to perform feature engineering and transformation on the selected sensor parameters after interactive exploratory data analysis and selecting important sensor parameters. The tool may provide the user with interactive and interpretable artifacts304such as a PCA to highlight and pick top principal components, the top features from application of a random forest, statistical analysis and/or various machine learning algorithms120. New features may be constructed by applying various user-selected mathematical functions (e.g., addition, subtraction, multiplication, cosine, tan, sine, log, exponential) to user-selected flight data. Additionally or alternatively, new features may be generated by aggregating flight data across each user-selected phase by application of various user-selected statistical functions such as minimum, maximum, average, standard deviation, kurtosis, skewness, variance, quantile and the like. In some examples, the tool may perform a data quality check on new features generated or constructed from the flight data, and capture the quality of the newly generated data set in an interactive table where the user can see why few sensor parameters were not chosen for the model building and prediction. The tool may also here provide a history or storage306to store at least some if not all of the results of the interactive feature construction and selection so that those results may be consulted or used again without repeating the entirety of the phase. FIG.4illustrates the interactive feature construction and selection phase400of the interactive model development, according to another implementation. This implementation is similar to the interactive feature construction and selection phase300ofFIG.3. As shown inFIG.4, the visual environment cooperates with a separated feature construction and transformation module110A and feature selection module110B (in cooperation implementing the tool) to perform an interactive feature construction and selection. This includes inputs302similar to before, one or more of which may be shortlisted based on the exploratory data analysis from the interactive EDA phase200. It also includes a history or storage306. As shown inFIG.4, the tool may apply various user-selected mathematical/statistical functions402to user-selected flight data from user-selected flights, phases and/or sensors to construct new, transformed features404. Throughout this phase, the user may update406one or more of the flights, phases or sensors, or the mathematical/statistical functions to regenerate the transformed features. As described above, the tool may perform a data quality check408on new features generated or constructed from the flight data, and capture the quality of the newly generated data set. The tool may further provide the user with interactive and interpretable infographics or other artifacts for the transformed features, such as a multivariate time-series visualization410of the transformed features from an exploratory data analysis of the transformed features. The tool may further implement the model building module112to provide at least some of the functionality of the interactive model building phase500, described in greater detail below. As shown inFIG.5, in the interactive model building phase500, the tool (visual environment104in cooperation with the model building module112) is configured to perform an interactive model building in which the ML model118is built. Here, inputs502including the transformed features are automatically picked in the GUI106that allows the user to select the transformed parameters on which the user wants to interactively build the ML model. The GUI provides an intuitive and visual interface to tune parameters of the ML model by optimizing the error for convergence of the ML algorithm. The tool may provide the user with interactive and interpretable artifacts504that may be used tune the ML model. In a random forest algorithm, for example, the user may visualize the number of trees, out-of-bag (OOB) error rate, and then select a final ML model for prediction. As shown inFIG.5, in the interactive model building phase500, the tool may also allow the user to select among and explore different machine learning algorithms120. The user may also build and rebuild versions of the ML model by addition or deletion of the sensor parameters, such as on a single gesture (e.g., click). The tool may also facilitate the user selecting a correct parameter while constructing a forest. A Gini index or information gain may be used as splitting criteria for building a random forest, and the tool may produce, in the GUI106, plots that help in deciding the way the random forest should be built. The tool may show the top sensor parameters (e.g.,20parameters) by variable importance (relative feature importance) plot using the Gini index (method used by the random forest algorithm to pick top parameters). These are the top sensor parameters that are positively contributing to the prediction of the flight as healthy or faulty (random forest algorithm build based Gini index as splitting criteria). Additionally or alternatively, the tool may show the top sensor parameters (e.g.,20parameters) by variable importance plot using OOB error rate, which are positively contributing to the prediction of the flight as healthy and faulty (random forest algorithm build based information gain as splitting criteria). The tool opens up the machine learning algorithm (e.g., random forest (ensemble of decisions trees)) and shows sample important trees that are significantly involved in predicting flights with their condition as healthy or faulty. The tool combines the various ways through which a random forest algorithm makes predictions and shows the important parameters contributing to the prediction using a heat map so that the user sees the similar trend or parameters that are important in prediction using different methods while constructing the forest and select a model which shows similar results across different methods for final evaluation on unseen test data. In some examples, the tool provides, in the GUI106, an advanced tab to perform a K-fold cross-validation of the flight data set so that parameter optimization may be automatically performed. Here, the user may interactively change the values of k (from3to10). The user may also select the model based on plots of K-fold versus OOB error rate so that the user understands why specific fold results were considered based on minimum OOB error rate from the plots. Once a (final) ML model118is built, after tuning and optimization, the tool enables the user to further drill down to see why that parameter was picked by machine learning algorithm by seeing separate partial dependency plots for the top parameters (e.g.,20parameters) across healthy and faulty flights. The user may select the parameter and see how much it contributes to the prediction of a flight as healthy or faulty. The tool may also show the user another plot to open the ML model, namely, a multi-dimensional scaling plot that clusters the flights considered for the model building in appropriate clusters (healthy and faulty) as classified/predicted by the ML model. This plot may help the user to visually evaluate the model's prediction accuracy of correctly classifying a flight. Similar to in the other phases, the tool may provide a history or storage506to store at least some if not all of the results of the interactive model building so that those results may be consulted or used again without repeating the entirety of the phase. As shown inFIG.6, in the interactive model evaluation phase600of interactive model development, the tool (visual environment104in cooperation with the model evaluation module114) is configured to evaluate the (final) ML model118. In some examples, once the user has saved the ML model, the user can use the tool to evaluate and, if desired through subsequent iteration(s), refine the ML model. Here, the tool may produce artifacts604such as an interactive confusion matrix (built on optimization logic), error rate plots, ROC curves, partial dependency plots and the like. The tool may also allow the user to re-classify flight(s) as healthy or faulty if the underlying machine learning algorithm is raising false alarms so that the user achieves greater precision, unlike traditional black box ML models. The tool may further allow the user to select flights or data points contributing significantly to the prediction, and perform healthy versus faulty flight comparisons. Significant parameters picked by the machine learning algorithms120may be visualized through the GUI106, and healthy and faulty flights may be compared side-by-side with boxplots, KDE plots, time-series plots and the like. The tool may further provide meaningful recommendations and fixes by analyzing and comparing the flights across different phases for the relevant parameters. And the tool may provide a history or storage606to store at least some if not all of the results of the interactive model evaluation so that those results may be consulted or used again without repeating the entirety of the phase. FIG.7is a flowchart illustrating various steps in a method700of interactive ML model development, according to example implementations of the present disclosure. As shown at block702, the method includes executing an application, via processing circuitry, to generate a visual environment104including a GUI106for interactive development of a ML model118, according to an iterative process. At least an iteration of the iterative process is shown at blocks704-712. More particularly, as shown at block704, an iteration of the iterative process includes accessing a plurality of observations of data of a system, each of the plurality of observations of the data including values of a plurality of independent variables, and a value of a dependent variable. The iterative process includes performing an interactive exploratory data analysis of the values of a set of independent variables from the plurality of independent variables for a set of observations from the plurality of observations of the data, as shown in block706. In the interactive exploratory data analysis, infographics are automatically produced in the GUI106to visually summarize the values of the set of independent variables, with one or more of the set of independent variables or one or more of the set of observations being selected based on user input via the GUI. As shown at block708, the iterative process includes performing an interactive feature construction and selection based on the interactive exploratory data analysis. In the interactive feature construction and selection, select independent variables from the plurality of independent variables are selected as or transformed into a set of features for use in building the ML model118to predict the dependent variable. In this regard, one or more of the select independent variables are selected as or transformed into the set of features based on user input via the GUI106and the infographics automatically produced in the GUI. And as shown at block710, the iterative process includes building the ML model using a machine learning algorithm, the set of features, and a training set produced from the set of features and the plurality of observations of the data, including values of the select independent variables, and the value of the dependent variable. In some examples, the method further includes evaluating the ML model118, as shown at block712. This may include using the ML model to predict and thereby produce evaluative predictions of the dependent variable, and producing at least one evaluative infographic that summarizes the evaluative predictions in a layout that reflects performance of the machine learning model. The method also includes outputting the ML model118for deployment to predict and thereby produce predictions of the dependent variable for additional observations of the data that exclude the value of the dependent variable, as shown at block714. And again, the predictions produced by the ML model are more accurate than produced by a corresponding ML model built without the interactive exploratory data analysis and the interactive feature construction and selection that include user input via the GUI.FIG.8is a bar chart of experimental results of building ML models with different concentrations of QAR data for healthy and faulty flights for a flow control valve subsystem, with the misclassification error percentage for a conventional ML model versus an interpretable ML model developed according to example implementations of the present disclosure. There are many advantages of example implementations of the present disclosure, both in the context of classifying the condition of an aircraft and in other contexts. In some examples, the ML model is deployed in aircraft health management software as an aircraft condition monitoring system report. Flight delays and cancellations are extremely disruptive and costly for airlines. Deployment and use of ML model of example implementations may trim minutes from delays or avoid cancellations by recognizing and alerting to early signs of impending failures, and ay thereby significantly contribute to an airline's bottom line. The ML model may help to predict faults in advance and provide alerts to avoid unscheduled maintenance. According to example implementations of the present disclosure, the system100and its subsystems including the source102, visual environment104(including GUI106), EDA module108, feature construction and selection module110, model building module112and model evaluation module114may be implemented by various means. Means for implementing the system and its subsystems may include hardware, alone or under direction of one or more computer programs from a computer-readable storage medium. In some examples, one or more apparatuses may be configured to function as or otherwise implement the system and its subsystems shown and described herein. In examples involving more than one apparatus, the respective apparatuses may be connected to or otherwise in communication with one another in a number of different manners, such as directly or indirectly via a wired or wireless network or the like. FIG.9illustrates an apparatus900according to some example implementations of the present disclosure. Generally, an apparatus of exemplary implementations of the present disclosure may comprise, include or be embodied in one or more fixed or portable electronic devices. Examples of suitable electronic devices include a smartphone, tablet computer, laptop computer, desktop computer, workstation computer, server computer or the like. The apparatus may include one or more of each of a number of components such as, for example, processing circuitry902(e.g., processor unit) connected to a memory904(e.g., storage device). The processing circuitry902may be composed of one or more processors alone or in combination with one or more memories. The processing circuitry is generally any piece of computer hardware that is capable of processing information such as, for example, data, computer programs and/or other suitable electronic information. The processing circuitry is composed of a collection of electronic circuits some of which may be packaged as an integrated circuit or multiple interconnected integrated circuits (an integrated circuit at times more commonly referred to as a “chip”). The processing circuitry may be configured to execute computer programs, which may be stored onboard the processing circuitry or otherwise stored in the memory904(of the same or another apparatus). The processing circuitry902may be a number of processors, a multi-core processor or some other type of processor, depending on the particular implementation. Further, the processing circuitry may be implemented using a number of heterogeneous processor systems in which a main processor is present with one or more secondary processors on a single chip. As another illustrative example, the processing circuitry may be a symmetric multi-processor system containing multiple processors of the same type. In yet another example, the processing circuitry may be embodied as or otherwise include one or more ASICs, FPGAs or the like. Thus, although the processing circuitry may be capable of executing a computer program to perform one or more functions, the processing circuitry of various examples may be capable of performing one or more functions without the aid of a computer program. In either instance, the processing circuitry may be appropriately programmed to perform functions or operations according to example implementations of the present disclosure. The memory904is generally any piece of computer hardware that is capable of storing information such as, for example, data, computer programs (e.g., computer-readable program code906) and/or other suitable information either on a temporary basis and/or a permanent basis. The memory may include volatile and/or non-volatile memory, and may be fixed or removable. Examples of suitable memory include random access memory (RAM), read-only memory (ROM), a hard drive, a flash memory, a thumb drive, a removable computer diskette, an optical disk, a magnetic tape or some combination of the above. Optical disks may include compact disk-read only memory (CD-ROM), compact disk-read/write (CD-R/W), DVD or the like. In various instances, the memory may be referred to as a computer-readable storage medium. The computer-readable storage medium is a non-transitory device capable of storing information, and is distinguishable from computer-readable transmission media such as electronic transitory signals capable of carrying information from one location to another. Computer-readable medium as described herein may generally refer to a computer-readable storage medium or computer-readable transmission medium. In addition to the memory904, the processing circuitry902may also be connected to one or more interfaces for displaying, transmitting and/or receiving information. The interfaces may include a communications interface908(e.g., communications unit) and/or one or more user interfaces. The communications interface may be configured to transmit and/or receive information, such as to and/or from other apparatus(es), network(s) or the like. The communications interface may be configured to transmit and/or receive information by physical (wired) and/or wireless communications links. Examples of suitable communication interfaces include a network interface controller (NIC), wireless NIC (WNIC) or the like. The user interfaces may include a display910and/or one or more user input interfaces912(e.g., input/output unit). The display may be configured to present or otherwise display information to a user, suitable examples of which include a liquid crystal display (LCD), light-emitting diode display (LED), plasma display panel (PDP) or the like. The user input interfaces may be wired or wireless, and may be configured to receive information from a user into the apparatus, such as for processing, storage and/or display. Suitable examples of user input interfaces include a microphone, image or video capture device, keyboard or keypad, joystick, touch-sensitive surface (separate from or integrated into a touchscreen), biometric sensor or the like. The user interfaces may further include one or more interfaces for communicating with peripherals such as printers, scanners or the like. As indicated above, program code instructions may be stored in memory, and executed by processing circuitry that is thereby programmed, to implement functions of the systems, subsystems, tools and their respective elements described herein. As will be appreciated, any suitable program code instructions may be loaded onto a computer or other programmable apparatus from a computer-readable storage medium to produce a particular machine, such that the particular machine becomes a means for implementing the functions specified herein. These program code instructions may also be stored in a computer-readable storage medium that can direct a computer, a processing circuitry or other programmable apparatus to function in a particular manner to thereby generate a particular machine or particular article of manufacture. The instructions stored in the computer-readable storage medium may produce an article of manufacture, where the article of manufacture becomes a means for implementing functions described herein. The program code instructions may be retrieved from a computer-readable storage medium and loaded into a computer, processing circuitry or other programmable apparatus to configure the computer, processing circuitry or other programmable apparatus to execute operations to be performed on or by the computer, processing circuitry or other programmable apparatus. Retrieval, loading and execution of the program code instructions may be performed sequentially such that one instruction is retrieved, loaded and executed at a time. In some example implementations, retrieval, loading and/or execution may be performed in parallel such that multiple instructions are retrieved, loaded, and/or executed together. Execution of the program code instructions may produce a computer-implemented process such that the instructions executed by the computer, processing circuitry or other programmable apparatus provide operations for implementing functions described herein. Execution of instructions by a processing circuitry, or storage of instructions in a computer-readable storage medium, supports combinations of operations for performing the specified functions. In this manner, an apparatus900may include a processing circuitry902and a computer-readable storage medium or memory904coupled to the processing circuitry, where the processing circuitry is configured to execute computer-readable program code906stored in the memory. It will also be understood that one or more functions, and combinations of functions, may be implemented by special purpose hardware-based computer systems and/or processing circuitry s which perform the specified functions, or combinations of special purpose hardware and program code instructions. Many modifications and other implementations of the disclosure set forth herein will come to mind to one skilled in the art to which the disclosure pertains having the benefit of the teachings presented in the foregoing description and the associated drawings. Therefore, it is to be understood that the disclosure is not to be limited to the specific implementations disclosed and that modifications and other implementations are intended to be included within the scope of the appended claims. Moreover, although the foregoing description and the associated drawings describe example implementations in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative implementations without departing from the scope of the appended claims. In this regard, for example, different combinations of elements and/or functions than those explicitly described above are also contemplated as may be set forth in some of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. | 49,778 |
11858652 | The present disclosure is now described in detail with reference to the drawings. In the drawings, each element with a reference number is similar to other elements with the same reference number independent of any letter designation following the reference number. In the text, a reference number with a specific letter designation following the reference number refers to the specific element with the number and letter designation and a reference number without a specific letter designation refers to all elements with the same reference number independent of any letter designation following the reference number in the drawings. DETAILED DESCRIPTION The present disclosure provides a system and method that captures cockpit data. The cockpit data includes user inputs (e.g., mouse inputs, keyboard inputs, etc.) and display outputs (i.e., data displaying to the user via displays). The cockpit data is captured and stored during a sortie (i.e., a flight) and the cockpit data is preserved (also referred to as impounded) when a mishap occurred during the sortie. In the embodiment shown inFIG.1, a system10is presented for preserving flight control string data to support mishap investigations of unmanned aircraft12during a sortie. The system10includes a cockpit13having computer workstations14. The system10may additionally include a shadow computer workstation16, a storage area network (SAN)18, and a mission control system (MCS)20. The computer workstations14each include a user input22, a display24, and circuitry26. The circuitry26manages a flight of the unmanned aircraft12during the sortie. The circuitry26also detects (1) user input signals30received from the user input22during the sortie and (2) display data32that is output from the display24during the sortie. The circuitry26also causes workstation data34to be stored as cockpit data36. The workstation data34includes the user input signals30and the display data32from each of the computer workstations14a,14b,14c, and14dof the cockpit13. When a mishap occurs during the sortie, the circuitry26maintains storage of the cockpit data36. In one embodiment, the shadow computer workstation16monitors an aircraft sortie and includes a display40and circuitry42. The circuitry42of the shadow computer workstation16is configured to detect display data44that is output from the display40of the shadow computer workstation16during the sortie. The circuitry42also causes shadow workstation data46to be stored as part of the cockpit data36. The shadow workstation data46includes the display data44from the shadow computer workstation16. The system10may also include an MCS20that is communicatively coupled to the cockpit13and that is stored in a room50. As described above, the system10may also include a SAN18. The SAN18stores the cockpit data36in a sortie folder52stored on a non-transitory computer readable medium (also referred to as memory)54. When a mishap occurs during a sortie, the SAN18restricts access to the sortie folder52storing the cockpit data36for the sortie that the mishap is associated with. The computer workstations14may additionally including memory58including random-access memory (RAM)60and non-transitory computer readable memory (also referred to as a hard drive)62. When a mishap occurs during the sortie, the circuitry26of the computer workstation may capture a state of the RAM60and images of hard drives62of the computer workstations14. As described above, when a mishap occurs, storage of the cockpit data36is maintained and impounded as part of the mishap investigation. For example, the cockpit data36may be marked as read only to prevent editing or deletion of the cockpit data36. The cockpit data36may also be moved to an archive for storage when a mishap occurs. Conversely, when a mishap does not occur, the circuitry26of the computer workstations14may cause the cockpit data36to be purged. For example, the cockpit data36may be deleted. In the embodiment shown inFIG.3, a method100is shown for preserving flight control string data to support mishap investigations of unmanned aircraft during a sortie. The method100may restrict both physical and logical (i.e., electronic) access to preserve the flight control string data. In process block102, the circuitry26detects user input signals30received from the user input22of the computer workstation14during the sortie. In process block104, the circuitry26detects display data32that is output from the display24of the computer workstation14during the sortie. In process block106, the circuitry26causes cockpit data36including workstation data34from each of the computer workstations14of the cockpit13to be stored. In decision block108, a check is performed to determine if the sortie has finished (e.g., the plan has landed). If the sortie has not finished, then processing returns to process block102. If the sortie has completed, then processing moves to decision block110. In decision block110, a check is performed to determine if a mishap occurred during the sortie. If a mishap occurred, then processing moves to process block112and storage of the cockpit data36is maintained. Following process block112, the flight control string data may be preserved and collected in process block113. Conversely, if a mishap has not occurred, then processing may move to process block114and the cockpit data36may be discarded. In additional to the user inputs and display outputs, the cockpit data36may include messages sent to and received from the unmanned aircraft12. For example, the cockpit data36may include data sent from the computer workstations14of the cockpit13to a backend server to a datalink with the aircraft12. In the embodiment shown inFIG.4, optional processes performed in collecting and preserving the flight control string data113are shown. Preserving data120may include at least one of impounding the cockpit124(including the computer workstations14of the cockpit13), impounding the shadow computer workstation(s)126, impounding the MCS room128, or impounding the SAN130. Collecting data122may include at least one of capturing a state of computer workstation RAM132, capturing images of computer workstation hard drives134, copying video recordings from within the cockpit136, copying the sortie folder138, copying system logs140, copying flight manuals142(e.g., that were accessed during the sortie), copying technical manuals144(e.g., that were accessed during the sortie), or copying MCS entry/exit logs146(e.g., identifying persons that entered and exited the room50of the MCS20). Impounding the cockpit124may include leaving each of the computer workstations14of the cockpit13powered on, disconnecting each of the computer workstations14of the cockpit13from a network (e.g., isolating the computer workstations14from wired and wireless communications from other computer devices), and restricting physical access to each of the computer workstations14of the cockpit13. Impounding the shadow computer workstation126may include leaving the shadow computer workstation16powered on, disconnecting the shadow computer workstation16from the network, and restricting physical access to the shadow computer workstation16. Impounding the MCS room128may include restricting and documenting access to the room50of the MCS20. Impounding the SAN130may include restricting access to the sortie folder52. Capturing a state of computer workstation RAM132may include copying contents of the RAM of the computer workstations to non-volatile memory (e.g., removable memory such as a USB drive). Similarly, capturing images of computer workstation hard drives134may include copying contents of the hard drives of the computer workstations to the removable memory. As shown in the embodiment depicted inFIG.5, the method100may be embodied as a computer program70program for preserving flight control string data to support mishap investigations of unmanned aircraft during a sortie. The computer program70is stored on a non-transitory computer readable medium and may be executed by the circuitry26of a computer workstation14of a cockpit13that manages a flight of the unmanned aircraft12during the sortie. When executed by a computer workstation2614, the computer program70is configured to cause the circuitry26to perform the method100described above. The computer program70may be embodied as computer executable code stored on a non-transitory computer readable medium. The computer program may be written using any suitable computer language. The computer workstations14and shadow computer workstation16may be any suitable computer device suitable for performing the method100described herein. Similarly, the display24,40may be any suitable display device for outputting visual content. The SAN18may be embodied as one or more servers configured to receive and store data from the cockpit13. The cockpit may be one of multiple (e.g., two or ten) cockpits located in a mission control system (MCS). The MCS may be a server room that sends data to the cockpits and receives data from the cockpits. In one embodiment, a cockpit13manages a flight of one unmanned aircraft (e.g., one aircraft per cockpit). The cockpit13may refer to a controlled access room including four operator positions (e.g., a pilot, a sensor operator, a spare (backup), and a monitor). Each operator position may include a computer workstation14. The flight control string data may refer to all user inputs and display data for each operator position in the cockpit. The flight control string data may also include data from shadow workstations (i.e., workstations that were monitoring but not controlling the aircraft). The unmanned aircraft12may be any remote controlled aircraft, such as a predator drone. The circuitry26,42may have various implementations. For example, the circuitry26,42may include any suitable device, such as a processor (e.g., CPU), programmable circuit, integrated circuit, non-volatile memory and I/O circuits, an application specific integrated circuit, microcontroller, complex programmable logic device, other programmable circuits, or the like. The circuitry26,42may also include a non-transitory computer readable medium, such as random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), or any other suitable medium. Instructions for performing the method described below may be stored in the non-transitory computer readable medium and executed by the circuitry26,42. The circuitry26,42may be communicatively coupled to the computer readable medium and network interface through a system bus, mother board, or using any other suitable structure known in the art. As will be understood by one of ordinary skill in the art, the computer readable medium (memory)54,58may be, for example, one or more of a buffer, a flash memory, a hard drive, a removable media, a volatile memory, a non-volatile memory, a random access memory (RAM), or other suitable device. In a typical arrangement, the computer readable medium54,58may include a non-volatile memory for long term data storage and a volatile memory that functions as system memory for the processor54,58. The computer readable medium54,58may exchange data with the circuitry over a data bus. Accompanying control lines and an address bus between the computer readable medium54,58and the circuitry also may be present. The computer readable medium54,58is considered a non-transitory computer readable medium. All ranges and ratio limits disclosed in the specification and claims may be combined in any manner. Unless specifically stated otherwise, references to “a,” “an,” and/or “the” may include one or more than one, and that reference to an item in the singular may also include the item in the plural. Although the invention has been shown and described with respect to a certain embodiment or embodiments, equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. In particular regard to the various functions performed by the above described elements (components, assemblies, devices, compositions, etc.), the terms (including a reference to a “means”) used to describe such elements are intended to correspond, unless otherwise indicated, to any element which performs the specified function of the described element (i.e., that is functionally equivalent), even though not structurally equivalent to the disclosed structure which performs the function in the herein illustrated exemplary embodiment or embodiments of the invention. In addition, while a particular feature of the invention may have been described above with respect to only one or more of several illustrated embodiments, such feature may be combined with one or more other features of the other embodiments, as may be desired and advantageous for any given or particular application. | 12,954 |
11858653 | DETAILED DESCRIPTION Sensor-based detection of foreign objects stowed within passenger-accessible stowage compartments has the potential to reduce the occurrence of passengers unintentionally abandoning their personal belongings at the conclusion of service and may also reduce the burden on service personnel inspecting the stowage compartments between service events. In accordance with one example of the present disclosure, sensor data is captured via a sensor subsystem that includes at least one sensor associated with each of a plurality of stowage compartments. A foreign object is detected within a stowage compartment based on the sensor data received for the stowage compartment and a baseline condition identified for the stowage compartment. An audit of the stowage compartments may be conducted, and based on the audit, an indication that the foreign object is detected within the stowage compartment may be output. This indication may identify the stowage compartment containing the foreign object among the plurality of stowage compartments, and may be directed to service personnel or to a passenger associated with a particular seat. Additional conditions may be detected via stowage compartment sensors, including the removal of service objects from stowage compartment, fire or smoke conditions, and fatigue of components. By outputting an indication of these conditions, passengers may be reminded at an appropriate time that their belongings remain within a stowage compartment, and service personnel may need to check fewer stowage compartments, for example by attending only to those for which a condition has been detected. There are several challenges associated with detecting foreign objects through the use of sensors. As one example, passenger belongings take a wide range of physical attributes, including size, shape, weight, density, rigidity, and compressibility. Illustrative examples of this range of passenger belongings include personal electronic devices, books and magazines, articles of clothing, wallets, luggage, and food and beverage items that may be consumed during service. Additional challenges associated with foreign object detection may be due to the differences in the shape, size, use, and construction of seatback pockets as compared to overhead bins. Seatback pockets typically provide a relatively narrow, yet expandable stowage region. Overhead bins, by contrast, typically feature a rigid construction and offer substantially greater storage capacity as compared to seatback pockets. Furthermore, overhead bins are typically shared by multiple passengers, whereas seatback pockets are typically used by an individual passenger. To address the above challenges, a sensor subsystem that includes different sensor configurations for overhead bins as compared to seatback pockets is provided. Additionally, sensor data received from multiple types of sensors per stowage compartment may be combined with sensor fusion to improve detection across a wide range of foreign objects. FIG.1depicts an example passenger vehicle in the form of a passenger aircraft100. A portion112of a passenger cabin110of passenger aircraft100is shown in further detail inFIG.1. It will be understood that passenger aircraft100is merely one example of a passenger aircraft, and that a passenger aircraft may take various forms. Furthermore, while foreign object detection is discussed with respect to stowage compartments located on-board a passenger aircraft, it will be understood that the systems and methods disclosed herein may be incorporated with or used with respect to other types of passenger vehicles, including trains, buses, watercraft, spacecraft, etc. Passenger cabin110includes a plurality of passenger seats120-1,120-2,120-3, etc. Depending on vehicle capacity, passenger cabin110may include several passenger seats, dozens of passenger seats, a hundred or more passenger seats, etc. Passenger seats of passenger cabin110may be arranged in rows in at least some examples, such as depicted inFIGS.9A and9B. Each passenger seat may include a seatback pocket, as depicted at122-1for passenger seat120-1,122-2for passenger seat120-2, and122-3for passenger seat122-3, etc. For passenger seats facing a wall, a pocket similar to a seatback pocket may be mounted to the wall. These wall-mounted pockets may also be referred to herein as a seatback pocket for purposes of the present disclosure. Passenger cabin110includes a plurality of overhead bins130-1,130-2,130-3, etc. As described with reference to example overhead bin130-2, each overhead bin may include a door132that opens to provide access to a stowage region134of the overhead bin. Door132may be closed to secure contents within the interior of the overhead bin during service. For example, overhead bin130-2is depicted in an open configuration, while overhead bins130-1and130-3are depicted in a closed configuration. WhileFIG.1depicts an example in which each row of passenger seats is associated with a respective overhead bin, in at least some examples an overhead bin may span two or more rows of passenger seats. Thus, two, four, six, or more passenger seats may reside beneath each overhead bin, depending on the configuration of the passenger cabin. Examples of overhead bin configurations are depicted in further detail with respect toFIGS.9A and9B. FIG.2depicts a schematic representation of an example detection system200. In this example, detection system200is described within the context of a passenger aircraft210. However, passenger aircraft210may take the form of other passenger vehicle types, including trains, buses, watercraft, spacecraft, etc. Passenger aircraft100ofFIG.1is one example of passenger aircraft210depicted schematically inFIG.2. Passenger aircraft210includes a plurality of passenger seats220, an example of which includes passenger seat220-1. Passenger aircraft210includes a plurality of stowage compartments212, including a plurality of seatback pockets222, an example of which includes seatback pocket222-1. The plurality of stowage compartments212further include a plurality of overhead bins224, an example of which includes overhead bin224-1.FIG.2schematically depicts a foreign object226(e.g., a personal belonging of a passenger) being placed within either of seatback pocket222-1or overhead bin224-1. Passenger aircraft210includes a sensor subsystem240that includes a set of one or more seatback pocket sensors242for each of the plurality of seatback pockets222. As examples, the set of seatback pocket sensors242may include one or more of the following sensors: (1) a weight sensor244(e.g., a piezo-electric sensor, force transducer, or other suitable sensor type) that provides a measurement of a weight applied to the seatback pocket as a translational force by contents stored therein, (2) a torque sensor246(e.g., a piezo-electric sensor, force transducer, or other suitable sensor type) that provides a measurement of a torque applied to the seatback pocket as a rotational force by contents stored therein, (3) an angle sensor248that provides a measurement of an angle or a distance between an outer wall of the seatback pocket and a mounting surface (e.g., a seatback or a wall) to which the outer wall is mounted (e.g., via a potentiometer, piezo-electric sensor, Hall effect sensor, distance sensor, etc.) or a measurement of an angle of the outer wall of the seatback pocket relative to the gravity vector (e.g., via an accelerometer, inclinometer, inertial sensor, etc.), (4) a strain sensor250that provides a measurement of a strain within the outer wall of the seatback pocket. The particular set of seatback pocket sensors associated with each seatback pocket may include some or all of the above seatback pocket sensors to detect foreign objects of various shape, size, weight, density, rigidity, compressibility, or other physical attribute. Referring also toFIGS.3A and3B, an example seatback pocket300is schematically depicted as being formed by an outer wall302and a mounting surface304(e.g., a seatback or a wall) that collectively defines a stowage region306. Outer wall302may be mounted to mounting surface304along a lower edge308and/or opposing side portions310of the outer wall. In one example, outer wall302including opposing side portions310is formed of one or more textiles that permit the outer wall to flex and/or deform to accommodate objects within stowage region306. In another example, outer wall302is formed at least partially by a rigid material, while opposing side portions310may be formed of a textile and/or a material having an accordion structure that permits the outer wall to expand and rotate about lower edge308as indicated by angle348. Weight sensor244ofFIG.2provides a measurement of a weight344-1that is applied to seatback pocket300by objects located within stowage region306. In an example, weight sensor244may be mounted at or near lower edge308as indicated at320. Weight sensor244may include a first interface that is mounted to outer wall302, a second interface that is mounted to mounting surface304, and a sensing element that outputs sensor data representing a measurement of translational force between the first interface and the second interface. Torque sensor246ofFIG.2provides a measurement of a torque346-1is applied to seatback pocket300by objects located within stowage region306. In an example, torque sensor246may be mounted at or near lower edge308as indicated at320. Torque sensor244may include a first interface that is mounted to outer wall302, a second interface that is mounted to mounting surface304, and a sensing element that outputs sensor data representing a measurement of a rotational force between the first interface and the second interface. Angle sensor248ofFIG.2provides a measurement of the angle348-1between outer wall302and mounting surface304of seatback pocket300. In an example, angle sensor248may be mounted at or near lower edge308as indicated at320. Angle sensor248may include a first interface that is mounted to outer wall302, a second interface that is mounted to mounting surface304, and a sensing element that outputs sensor data representing a measurement of an angle of rotation between the first interface and the second interface. Strain sensor250ofFIG.2outputs sensor data representing a measurement of a strain350-1within outer wall302of seatback pocket300. In at least some implementations, strain350-1may include strain measured within one or more of opposing side portions310of the outer wall. In an example, strain sensor250may be integrated with a textile that forms outer wall302and/or its opposing side portions310. WithinFIG.3B, seatback pocket300is schematically depicted with different measurements (e.g. increased measurements) of weight344-2, torque346-2, angle348-2, and strain350-2as compared toFIG.3A, which is the result of an object being placed within stowage region306. According to one example,FIG.3Adepicts a baseline condition in which foreign objects are absent from stowage region306, andFIG.3Bdepicts an example in which one or more foreign objects are present within stowage region306. Referring again toFIG.2, sensor subsystem240further includes a set of one or more overhead bin sensors252for each of the plurality of overhead bins224. The set of overhead bin sensors252may include one or more optical sensors, including one or more cameras254and/or one or more optical barrier sensors256. Each of optical barrier sensors256may include an electromagnetic radiation source258(e.g., visible light, infrared light, ultraviolet light, etc.) and an electromagnetic radiation receiver260between which an electromagnetic radiation path may be established that forms an optical barrier. Cameras254may include a visible light camera, an infrared light camera, a depth camera, etc. At least some of cameras254may incorporate a light source (e.g., in infrared and/or visible light spectrums) to illuminate a scene being optically imaged by the camera. Referring also toFIG.4, an example overhead bin400is depicted schematically in an opened configuration revealing a stowage region410of the overhead bin.FIG.4depicts an example configuration of overhead bin sensors252ofFIG.2. Optical barriers440,442, and444depicted inFIG.4are examples of electromagnetic optical barriers that may be provided by optical barrier sensors256ofFIG.2.FIG.4depicts optical barrier442being breached by a foreign object470as the object is moved from outside of the overhead bin to within stowage region410. InFIG.4, optical barriers440,442, and444spanning stowage region410are provided by respective pairs of optical elements that includes an electromagnetic radiation source and receiver. The receiver of an optical barrier sensor outputs sensor data that varies responsive to a breach of the optical barrier by an object. As one example, optical elements420,422, and424include electromagnetic radiation sources, and optical elements430,432, and434include electromagnetic radiation receivers. As another example, optical elements420,422, and424include both an electromagnetic source and receiver, and optical elements430,432, and434may include mirror or other reflective surface. WhileFIG.4depicts an overhead bin including three optical barriers, it will be understood that overhead bins may include other suitable quantity of optical barriers, or that optical barrier sensor may be omitted in some implementations. FIG.4further depicts overhead bin400including a camera450that images stowage region410and/or an entry region of the overhead bin in the vicinity of the door from an interior side wall of the bin. Alternatively or additionally, a camera452may be provided at an edge of the door frame or mounted on an interior of a door of the overhead bin at an orientation that enables the camera to image stowage region410from an exterior perspective looking into the bin. Cameras450and452are examples of previously described cameras254ofFIG.2. As multiple objects are often stored in overhead bins, some embodiments may include multiple cameras (e.g.,450and/or452) disposed relative to stowage region410, for example to better assure that stored objects that may be blocked from the view of one or more cameras (e.g., by other stored objects) can be detected by one or more other cameras. FIG.4further depicts an example in which display devices460and462are located within the overhead bin. A camera feed of the interior of the bin captured via one or more cameras (e.g.,450or452) may be displayed via display devices460and462. This configuration may enable passengers or service personnel to easily check for low profile objects located on the floor of the overhead bin by viewing one of display devices. Display devices460and462are additional examples of passenger interfaces288or service personnel interfaces286ofFIG.2. Referring again toFIG.2, passenger aircraft210includes an on-board computing system270of one or more computing devices. Computing system270includes a logic subsystem272and a data storage subsystem274having instructions276stored thereon that are executable by the logic subsystem to perform one or more of the methods or operations disclosed herein. Data storage subsystem274may further include data278stored thereon, which may include sensor data received from sensor subsystem240and/or other forms of data. Computing system270further includes an input/output subsystem280that includes a sensor interface282by which sensor data is received from sensor subsystem240and by which computing system270may operate or otherwise control sensor subsystem240. Input/output subsystem280may further include a communications interface284by which on-board computing system270communicates with other system components, including service interfaces286and passenger interfaces288. In at least some implementations, computing system270may communicate over a communications network202with other computing devices or electronic components, such as a server system204and/or client devices206. Communications network290may include a wired and/or wireless personal/local area network that provides network coverage on-board passenger aircraft210. Communications network290may alternatively or additionally include a wireless wide area network by which on-board computing system270may communicate with terrestrial based wide area networks such as the Internet. Client devices294may reside on-board or off-board passenger aircraft210, and may include personal computing devices carried by passengers and/or service personnel. Server system292may reside off-board passenger aircraft210, and may include a plurality of terrestrial-based server computing devices that are geographically distributed. Sensor interface282and communications interface284of input/output subsystem280may incorporate wired or wireless transceivers, amplifiers, filters, etc. configured to enable computing system270to send and receive data, issue control commands, and/or control electrical power supplied to the various components of detection system200. Sensor interface282and communications interface284may support communications utilizing any suitable communications protocol or combination of protocols over wired and/or wireless links. Passenger interfaces288may include a plurality of illumination units integrated with the aircraft of which illumination unit230is an example. Each illumination unit may be associated with a particular passenger seat or region of the passenger cabin. For example, an illumination unit may be provided on a ceiling or lower surface of an overhead bin of the aircraft for a group of seats located in a row. Computing system270may selectively illuminate a particular illumination unit to provide a visual indication to service personnel or passengers. Passenger interfaces288may include a plurality of entertainment systems associated with respective passenger seats, an example of which is entertainment system231. Each entertainment system may include a display device232and/or an audio interface or audio device233by which computing system270may output visual and/or audio data to passengers. An audio interface may include a physical audio connector to which a passenger may connect an audio device, such as headphones. An audio interface may additionally include a wireless interface by which audio data is transmitted for reception by client devices that are capable of outputting the audio data. Computing system270may selectively output a message via a particular display device and/or audio interface or audio device that is associated with a particular passenger seat of the aircraft. In at least some implementations, one or more display devices may be incorporated within overhead bins224, and may provide a camera feed of the interior of the overhead bins that is captured via cameras254. Service interfaces286may include one or more display devices234and/or one or more audio interfaces or devices236, as previously described with reference to entertainment system231. Service interfaces286may be integrated with the aircraft for use by service personnel, and may be located at service stations distributed throughout the aircraft. Alternatively or additionally, service interfaces may take the form of mobile client devices carried by service personnel, such as previously described with reference to client devices206. Service interfaces286may include one or more input devices238, by which service personnel may provide user input to computing system270. Input devices238may include touch screens, keyboards or keypads, a pointing device such as a mouse, handheld controller, etc., inertial sensors, optical sensors, and/or human voice interfaces supported by a microphone. FIG.5is a flow diagram depicting an example method500. Method500may be performed by a computing system with respect to a passenger cabin that includes a plurality of stowage compartments. For example, method500may be performed by on-board computing system270ofFIG.2, or by a computing system that includes on-board computing system270in combination with one or more other computing devices or computing systems, such as server system204and/or client devices206ofFIG.2. At510, the method includes receiving sensor data captured via a sensor subsystem that includes a sensor associated with each of a plurality of stowage compartments. Within the context of seatback pockets, the sensor data received at510may include seatback pocket sensor data512for each seatback pocket. Seatback pocket sensor data may include one or more of weight sensor data514, torque sensor data516, angle sensor data518, and/or strain sensor data520. Within the context of overhead bins, the sensor data received at510may include overhead bin sensor data for each overhead bin. Overhead bin sensor data may include one or more of optical barrier sensor data524and/or camera data526(e.g., representing static images and/or video). Sensor data received at510may include other input528, which may include sensor input from additional sensors located on-board the aircraft and/or user input received via a user input device or interface. At530, the method includes identifying, for each of the plurality of stowage compartments, a baseline condition in which foreign objects are absent from the stowage compartment. For example, a seatback pocket baseline condition532may be identified for each seatback pocket, and an overhead bin baseline condition534may be identified for each overhead bin. The baseline condition identified at530for a particular stowage compartment may be based on sensor data captured at510at a particular time by the one or more sensors associated with the stowage compartment. For example, sensor data received from each sensor may be stored as baseline measured values within a data storage subsystem of the on-board computing system or other computing system. The seatback pocket baseline condition532may be identified for some or all of the seatback pockets at the same time or at a different time that the overhead bin baseline condition534is identified for some or all of the overhead bins. In at least some implementations, the baseline condition is identified responsive to receiving a user input via a service personnel interface or responsive to a sensor input from a sensor located on-board the aircraft (e.g., as other input528). As one example, service personnel may provide a user input to the computing system via a service personnel interface to identify the baseline condition for some or all stowage compartments of the aircraft at a particular time, such as before boarding of passengers onto the aircraft. However, in another example, sensor input can be received from other sensors located on-board the aircraft responsive to which the baseline condition is identified without necessarily relying on human input. In situations where service objects, such as blankets, beverages, menus, magazines, etc. are to be included in stowage compartments, the baseline condition may be identified at530with those service objects already stowed within the stowage compartments, thereby incorporating those service objects into the identified baseline condition. At540, the method includes, for each of the plurality of stowage compartments, identifying a foreign object condition for the stowage compartment based on the sensor data received for the stowage compartment and the baseline condition identified for the stowage compartment. A foreign object condition may include an empty condition in which foreign objects are absent from the stowage compartment or a present condition in which one or more foreign objects are present within the stowage compartment. At542, for example, a foreign object is detected within the stowage compartment at a time after the baseline condition is identified at530. As one example, sensor data may be continuously received from one or more sensors associated with the stowage compartment and compared to the baseline condition to determine a measured deviation from the baseline condition. The measured deviation may be compared to a threshold for the one or more types of sensors. Each sensor type or combination of sensor types may be associated with a different threshold. If the measured deviation from the baseline condition exceeds the threshold, the foreign object condition for the stowage compartment may be identified as the present condition, indicating that a foreign object is within the stowage compartment. However, if the measured deviation does not exceed the threshold, the foreign object condition may be identified as the empty condition, indicating that foreign objects are absent from the stowage compartment. For configurations in which multiple sensors are associated with the stowage compartment, a combination of sensor data received from the multiple sensors may be compared to the same combination of sensor data received from the multiple sensors at a time that the baseline condition was identified to identify the foreign object condition for the stowage compartment. A sensor-specific weighting may be applied to sensor data received from a particular sensor type within a combination of sensor data received from multiple sensor types. As one example, seatback angle sensor data may be weighted less than seatback weight, torque, or strain sensor data within the combination of sensor data. In at least some implementations, a seatback pocket identifier and an associated foreign object condition may be identified for each seatback pocket at544, and an overhead bin identifier and an associated foreign object condition may be identified for each overhead bin at546. The use of identifiers of stowage compartments is described in further detail with reference toFIGS.8and9. At550, the method includes conducting an audit of the plurality of stowage compartments for contents. A seatback pocket audit552and an overhead bin audit554may be conducted in parallel or independent of each other responsive to a trigger condition or different trigger conditions identified at556for each type of stowage compartment. Identifying one or more trigger conditions at556may be based on one or more inputs received at558, which may include sensor input received at510or other suitable input. As one example, service personnel may provide a user input via a service personnel interface to conduct the audit at550. As another example, the audit conducted at550may be in response to sensor input received from a sensor associated with an exterior door of the aircraft indicating that the door has been opened at the conclusion of service. As yet another example, the audit conducted at550may be in response to a threshold quantity of overhead bin doors (e.g., a majority) being opened following a service event in which the overhead bin doors were closed, as may be detected by observed changes in lighting conditions via one or more overhead bin sensors. At560, the method includes, for each of the plurality of stowage compartments, outputting the foreign object condition with respect to the stowage compartment based on the audit conducted or otherwise responsive to initiating the audit at550. In one example, outputting the foreign object condition includes outputting an indication that the foreign object is present within the stowage compartment. Alternatively or additionally, outputting the foreign object condition includes outputting an indication of an absence of foreign objects within the stowage compartment. In at least some implementations, the seatback pocket identifier and the foreign object condition may be identified for each seatback pocket at564, and the overhead bin identifier and the foreign object condition may be identified for each overhead bin at566. As one example, outputting the indication that the foreign object is present within the stowage compartment includes outputting a visual indication via a display device or an illumination unit integrated with the aircraft. For configurations in which the display device or the illumination unit is one of a plurality of available output devices integrated with the aircraft, the method may include selecting the display device or the illumination unit from among the plurality of available output devices based on the identified stowage compartment. For example, a database stored within a data storage subsystem on-board the aircraft or within a remotely located server system may associate each passenger seat with a particular illumination unit and/or display device that can be referenced by the computing system. As another example, outputting the indication that the foreign object is present within the stowage compartment includes transmitting an electronic message identifying the stowage compartment to a target recipient address over a communications network. In this example, the method may further include identifying the target recipient address from a database stored on-board the aircraft or at a remotely located server system that associates the target recipient address with the stowage compartment for aircraft operations occurring between identifying the baseline condition for the stowage compartment and conducting the audit. The target recipient address may correspond to an email address, phone number, or other service identifier of a passenger or service personnel. At570, the method may include detecting one or more additional operating conditions based on sensor data received at510. As one example, the method at570further includes detecting a fire or smoke condition within one of the plurality of overhead bins via an optical sensor associated with the overhead bin, and outputting an indication of the fire or smoke condition via an output device (e.g., a display device or audio device, etc.). Optical sensors of an overhead bin may be used to detect the presence of fire based on illuminance of image pixels exceeding a threshold and/or exhibiting a particular color within a predetermined range, as examples. The presence of smoke may be detected via an optical barrier sensor based on its sensor data exhibiting a predefined breach pattern or partial breach pattern indicative of smoke occlusion, as an example. Predefined values for identifying the presence of fire and/or smoke may be stored within a data storage subsystem on-board the aircraft. As another example, the method at570includes aggregating the seatback pocket sensor data (e.g., strain sensor data and/or other sensor data) received over time to obtain an aggregate value for each of the plurality of seatback pockets. An aggregate fatigue condition may be detected for one of the plurality of seatback pockets based on the aggregate value for the seatback pocket, and an indication of the aggregate fatigue condition for the seatback pocket may be output that identifies the seatback pocket among the plurality of seatback pockets. For example, the aggregate fatigue value may be compared to a threshold to determine whether a seatback pocket is to be replaced or repaired. As yet another example, an operating condition indicating that a service object has been removed from the stowage compartment may be detected based on the audit conducted at550. Within the context of seatback pockets, measured values of weight, torque, angle, and/or strain that are less than their baseline values indicate that the service object has been removed from the stowage compartment. In this case, an indication may be output via a service personnel interface or client device identifying the seatback pocket among the plurality of seatback pockets, enabling service personnel to attend to replacement of service objects. FIGS.6A,6B, and6Cdepict example timelines in which operations of method500ofFIG.5are performed with respect to a seatback pocket. In each of the example timelines, the horizontal axis represents the time dimension and the vertical axis represents a measured value received from a seatback pocket sensor, which may include one or more of a weight, torque, angle, and/or strain sensor as previously described with reference toFIGS.2,3A, and3B. InFIG.6A, a service object (e.g., a complimentary item such as a magazine) is stowed within an initially empty seatback pocket by service personnel as part of a replacement operation performed prior to passengers boarding the aircraft. Upon adding the service object to the seatback pocket, the measured value received from the sensor increases, reflecting an increase in the measured weight, torque, angle, and/or strain. As previously described with reference to operation530ofFIG.5, the baseline condition may be identified following the replacement of service objects, but prior to boarding of the aircraft by passengers. In this manner, presence of the service object within the seatback pocket is incorporated in the measured value for the baseline condition. Next, a passenger stows a foreign object in the seatback pocket, which further increases the measured value, reflecting a further increase in the measured weight, torque, angle, and/or strain. At the conclusion of service, the passenger removes the foreign object from the seatback pocket and deboards the aircraft, resulting in a decrease in the measured value to approximately the baseline condition. An audit conducted following the removal of the foreign object may be used to identify a foreign object condition in which foreign objects are absent from the seatback pocket. InFIG.6B, the passenger instead deboards the aircraft without removing the foreign object or the service object from the seatback pocket. An audit conducted following the deboarding of the passenger may be used to identify a foreign object condition in which the foreign object is detected as being present within the seatback pocket. InFIG.6C, the passenger instead deboards the aircraft after removing both the foreign object and the service object from the seatback pocket. An audit conducted following removal of the foreign object and service object may be used to identify a foreign object condition in which the foreign object is not present and the additional operating condition that the service object is not present in the seatback pocket. By conducting an audit following deboarding of the aircraft by passengers, seatback pockets that retain their service objects may be distinguished from seatback pockets no longer containing service objects, thereby enabling service personnel to more quickly and easily replace service objects within the appropriate seatback pockets. FIG.7depicts an example timeline and flow diagram700in which operations of method500ofFIG.5are performed with respect to an overhead bin. Referring to the timeline, an optical barrier provided by an optical barrier sensor associated with an overhead bin is breached as indicated by breach event710. Referring to the flow diagram, breach event710is detected at740upon receiving sensor data from the optical barrier sensor. Breaches of the optical barriers may be used by the computing system to identify time periods in which images or video captured via cameras associated with the overhead bin are to be analyzed for foreign objects. However, optical barriers may be omitted in at least some implementations. At742, one or more images are captured by a camera associated with the overhead bin within a period of time712corresponding to the breach event at710. The camera may be positioned to optically image the interior and/or entrance region of the overhead bin containing the optical barrier. In an example, the camera may continuously capture a video feed in which a timing of breach event710is used to identify images within the video feed that correspond in time with the breach. InFIG.7, the period of time712is depicted as beginning before breach event710and ending after the breach event, which provides an example in which images captured before and/or after the breach may be identified in addition to images captured during the breach event. In at least some implementations, the continuous video feed may be stored in a circular buffer configured to store a predefined duration of video for the overhead bin within a storage subsystem of the aircraft from which images may be retrieved and analyzed. In another example, the camera may be operated to capture one or more images in response to the breach event, without capturing a continuous video feed. At744, an optical flow direction is identified for breach event710based on the one or more images captured at742. Computer vision techniques may be applied to the one or more images captured at742to determine the optical flow direction of an object responsible for the breach event as either traveling into the overhead bin (i.e., inbound direction) or traveling out of the overhead bin (i.e., outbound direction). Within an individual image, a direction of blur associated with movement of the object within the image frame may be used to determine the optical flow direction. Additionally or alternatively, comparing a change in position of similar features of the object (e.g., one or more pixels) within two or more images of a time-series of images may be used to determine the optical flow direction. For the inbound direction, an identification of the object may be created at746by associating identification data with an object identifier. The identification data may include raw and/or segmented image frames containing the object or portions of the object. The identification data may additionally or alternatively include a set of one or more features of the object that were extracted from the image frames using a feature extraction algorithm. Such features may include or be indicative of a color, shape, size, or other suitable feature of the object. The identification data for the object may be stored at748along with the object identifier. A counter representing a quantity of objects within the overhead bin may be incremented to indicate that the object was added to the overhead bin. Referring again to the timeline, additional breach events occurring at714,718,730, and734may be detected at740, and additional images captured by the camera may be identified over periods of time716,720,730, and734, respectively, that correspond to those breach events. In this example, breach events710,714, and718have an optical flow direction determined to be in the inbound direction, such as at the time of boarding of the aircraft. Therefore, following breach event718, identification data is created and stored for three objects that were added to the overhead bin along with respective object identifiers, and the counter representing the quantity of objects within the bin has been incremented to indicate that three objects are within the overhead bin. Subsequent breach events730and734, in this example, have an optical flow direction determined to be in the outbound direction, such as at the time of deboarding of the aircraft. For the outbound direction, each object may be reidentified by referencing the identification data previously created and stored for the inbound objects. As an example, object recognition algorithms may be applied to image frames captured during period of time732and736corresponding to the outbound breach events using the identification data previously created and stored for the inbound breach events to identify which objects have been removed from the overhead bin. At752, the identification data is updated to reflect the removal of the identified objects from the overhead bin, and the counter is decremented to reflect the removal of the identified objects. For example, following breach events730and734, the counter indicates that one object remains in the overhead bin. Current images of the remaining object and/or previously stored images of that object that were captured during the inbound breach may be output to one or more display devices, enabling passengers or service personnel to identify and retrieve the object from the overhead bin. The display device may be located within the overhead bin or may form part of an on-board entertainment system of a passenger seat associated with the overhead bin, a service interface, a client device of service personnel, or a client device of a passenger associated with the overhead bin based on seat assignment. In at least some implementations, optical detection of foreign objects using cameras may be performed without the use of optical barriers. As one example, the one or more cameras associated with each overhead bin may be used to identify whether foreign objects are present within the overhead bin by comparing, at760, a current image of the interior of the overhead bin with a baseline image of the interior of the overhead bin that was captured at702as part of identifying the baseline condition at operation530ofFIG.5. This comparison may be performed on a pixel by pixel basis of spatially aligned pixels extracted from each of the image frames being compared. As one example, a foreign object may be detected within the overhead bin upon identifying a threshold quantity of pixels grouped within a region of the image that exhibit a threshold difference in a pixel value from the spatially aligned pixels of the baseline image. Changes in lighting conditions between a baseline image and a subsequent image may be accounted for by normalizing the images with respect to red, green, and blue pixel values. The one or more cameras associated with each overhead bin may include an infrared camera that incorporates an infrared light source for illumination of the imaged scene, thereby reducing or eliminating variations in lighting conditions between baseline and subsequent images due to changes in lighting conditions within the visible spectrum. The one or more cameras associated with each overhead bin may include a depth camera that measures a depth of objects within the imaged environment on a per pixel basis. A foreign object may be identified within the overhead bin by comparing the depth values of the baseline image with the depth values of a current image on a pixel by pixel basis. A depth difference threshold may be applied to determine whether a pixel of the current image represents an object that is closer to the camera than the corresponding pixel in the baseline image. A foreign object may be detected upon a threshold quantity of pixels exhibiting the depth difference threshold within a region of the current image. FIG.8depicts a table describing an example data association800that may be maintained for detection system200ofFIG.2. As one example, data association800may be maintained by computing system270creating, storing, updating, and referencing data association800within data278ofFIG.2. Alternatively or additionally, data association800may be maintained by a remotely located computing system or computing device, such as example server system292or client devices294ofFIG.2. Data association800associates a seat identifier assigned to each passenger seat on-board the aircraft with one or more of: (1) a seatback pocket identifier assigned to each seatback pocket on-board the aircraft, (2) seatback pocket sensor data representing measurements obtained from one or more seatback pocket sensors associated with each seatback pocket, (3) a foreign object condition identifier for each seatback pocket, (4) other operating conditions identified for each seatback pocket (e.g., representing an aggregate fatigue condition), (5) an overhead bin identifier assigned to each overhead bin on-board the aircraft, (6) overhead bin sensor data representing measurements obtained from one or more overhead bin sensors associated with each overhead bin, (7) a foreign object condition identifier for each overhead bin, and (8) other operating conditions identified for each overhead bin (e.g., representing a fire or smoke condition). Sensor data of data association800may take the form of a time-series or stream of sensor data that is received over time from each sensor. Additional data fields may be included in data association800, such as to include a baseline condition identified for each seatback pocket and for each overhead bin. FIG.9Adepicts an illustration of an example passenger cabin900of an aircraft. In at least some implementations, graphical representations of passenger cabins, such as depicted inFIG.9A, may be presented via a display device used by service personnel or passengers to output an indication that a foreign object is present within a stowage compartment of the aircraft, or that other operating condition is present. In this example, passenger seats910are arranged in rows on either side of a central walkway, and are divided into a premium seating section912and an economy seating section914. However, it will be understood that other suitable seating configurations may be used. In the example ofFIG.9A, seats or regions of the aircraft that are associated with stowage compartments within which a foreign object has been detected are presented in a manner that is visually distinguishable from seats or regions that are associated with stowage compartments within which foreign objects have not been detected. Visual indicators such as color, shape, size, patterning, highlighting, and/or labeling may be used to visually distinguish seats or regions of an aircraft from each other. As one example, within seating section912, a foreign object has been detected within a seatback pocket associated with seat920, such as the seatback pocket mounted to the seatback of seat924. In contrast to seat920, foreign objects are not detected within seatback pockets associated with seats922,924,926. Accordingly, seat920is presented in a manner that is visually distinguishable from surrounding seats922,924,926, for example, by using a different color. As another example, within seating section912, a foreign object has been detected within an overhead bin associated with seats930and932, such as the overhead bin residing directly above seats930and932. In contrast to seats930and932, foreign objects are not detected within overhead bins associated with seats934,936,938, and940. Accordingly, seats930and932are presented in a manner that is visually distinguishable from surrounding seats934,936,938, and940, for example, by using a different color and/or patterning. Seats930and932are also presented in a manner that is visually distinguishable from seat920, thereby representing the type of stowage compartment within which a foreign object has been detected. Additionally, in this example, a region950is presented in a manner that is visually distinguishable from other regions of the aircraft. Region950represents the overhead bin within which the foreign object has been detected. Within seating section914, a foreign object has been detected within a seatback pocket associated with seat960, and another foreign object has been detected within an overhead bin associated with a group of six seats970. Accordingly, seat960and the group of six seats970are presented in a manner that graphical indicates that foreign objects have been detected within stowage compartments associated with these seats. Additionally, in this example, a region972is presented in a manner that is visually distinguishable from other regions of the aircraft. Region972represents an overhead bin within which the foreign object has been detected. In contrast to the overhead bin example of seating section912that is associated with two seats, the overhead bin of seating section914is instead associated with six seats. FIG.9Bdepicts another illustration of example passenger cabin900. Similar toFIG.9A, graphical representations of passenger cabins, such as depicted inFIG.9B, may be presented via a display device. In the example ofFIG.9B, overhead bins are graphically represented in place of passenger seats. Previously described regions950and972ofFIG.9Arepresenting overhead bins containing foreign objects are instead depicted inFIG.9Bas overhead bins980and982, and are presented in a manner that is visually distinguishable from other overhead bins that do not contain foreign objects, such as overhead bin984. FIG.10Adepicts an example message1000that may be output to provide an indication to a passenger still located on-board an aircraft that a foreign object is currently present within a seatback pocket. In this example, message1000identifies the stowage compartment as a seatback pocket. Message1000may be output by displaying the message via a display device or by audibly reading the message as computer-generated speech via an audio interface of an integrated entertainment system associated with the passenger's seat or the passenger's personal electronic device. FIG.10Bdepicts another example message1010that may be output to provide an indication to a passenger still located on-board an aircraft that a foreign object is currently present within an overhead bin. In this example, message1010identifies the stowage compartment as an overhead bin. Message1010may include one or more images1012that include a static image and/or video feed captured via a camera associated with the overhead bin. Message1010may be output by displaying the message including the one or more images1012via a display device or by audibly reading at least a portion of the message as computer-generated speech via an audio interface of an integrated entertainment system associated with the passenger's seat or the passenger's personal electronic device. FIG.10Cdepicts an example message1020that may be output to provide an indication that a foreign object was or is currently present within a stowage compartment of an aircraft following deboarding of passengers. Message1000identifies the type of stowage compartment (e.g., seatback pocket), a seat identifier (e.g., 13A), the flight (e.g., flight 123 arriving in the city of Seattle, Washington), and the date/time of the arrival (e.g., Oct. 31, 2019 at 2 pm). FIG.10Ddepicts another example message1030that may be output to provide an indication that a foreign object was or is currently present within a stowage compartment of an aircraft following deboarding of passengers. Message1030identifies the type of stowage compartment (e.g., overhead bin), a seat identifier (e.g., 13A-C, 14A-C, and 15A-C), the flight (e.g., flight 123 arriving in the city of Seattle, Washington), and the date/time of the arrival (e.g., Oct. 31, 2019 at 2 pm). In at least some examples, message1030may additionally include the one or more images1012previously described with respect toFIG.10B, thereby enabling the passenger to determine whether any of the objects belong to the passenger. Messages1020and1030may be output by displaying the message via a display device or by audibly reading the message as computer-generated speech via an audio interface of a client device, as examples. In some at least some implementations, the methods and operations described herein may be tied to a computing system of one or more computing devices. In particular, such methods and processes may be implemented as a computer-application program or service, an application-programming interface (API), a library, and/or other computer-program product. FIG.2schematically shows a non-limiting example of a computing system of one or more computing devices. For example, the computing system ofFIG.2includes on-board computing system270, server system204, and client devices206as examples of devices that can enact one or more of the methods and operations described herein. The computing system ofFIG.2may take the form of one or more personal computers, server computers, tablet computers, home-entertainment computers, network computing devices, gaming devices, mobile computing devices, mobile communication devices (e.g., smart phone), and/or other computing devices. While components of on-board computing system270are described in further detail below, it will be understood that server system204, client devices206, and other suitable computing devices also include a logic subsystem, a storage subsystem, an input/output subsystem, and other suitable components. On-board computing system270is shown inFIG.2in simplified form. A logic subsystem, such as example logic subsystem272of on-board computing system270, includes one or more physical devices configured to execute instructions. For example, the logic subsystem may be configured to execute instructions that are part of one or more applications, services, programs, routines, libraries, objects, components, data structures, or other logical constructs. Such instructions may be implemented to perform a task, implement a data type, transform the condition of one or more components, achieve a technical effect, or otherwise arrive at a desired result. A logic subsystem, such as example logic subsystem272, may include one or more processors configured to execute software instructions. Additionally or alternatively, the logic subsystem may include one or more hardware or firmware logic subsystems configured to execute hardware or firmware instructions. Processors of the logic subsystem may be single-core or multi-core, and the instructions executed thereon may be configured for sequential, parallel, and/or distributed processing. Individual components of the logic subsystem optionally may be distributed among two or more separate devices, which may be remotely located and/or configured for coordinated processing. Aspects of the logic subsystem may be virtualized and executed by remotely accessible, networked computing devices configured in a cloud-computing configuration. A storage subsystem, such as example storage subsystem274of on-board computing system270, includes one or more physical devices configured to hold instructions executable by the logic subsystem to implement the methods and operations described herein. When such methods and operations are implemented, the condition of the storage subsystem may be transformed—e.g., to hold different data. The storage subsystem may include removable and/or built-in devices. The storage subsystem may include optical memory (e.g., CD, DVD, HD-DVD, Blu-Ray Disc, etc.), semiconductor memory (e.g., RAM, EPROM, EEPROM, etc.), and/or magnetic memory (e.g., hard-disk drive, floppy-disk drive, tape drive, MRAM, etc.), among others. The storage subsystem may include volatile, nonvolatile, dynamic, static, read/write, read-only, random-access, sequential-access, location-addressable, file-addressable, and/or content-addressable devices. It will be appreciated that the storage subsystem includes one or more physical devices. However, aspects of the instructions described herein alternatively may be propagated by a communication medium (e.g., an electromagnetic signal, an optical signal, etc.) that is not held by a physical device for a finite duration. Aspects of a logic subsystem and a storage subsystem of a computing device or computing system may be integrated together into one or more hardware-logic components. Such hardware-logic components may include field-programmable gate arrays (FPGAs), program- and application-specific integrated circuits (PASIC/ASICs), program- and application-specific standard products (PSSP/ASSPs), system-on-a-chip (SOC), and complex programmable logic devices (CPLDs), for example. The terms “module,” “program,” and “engine” may be used to describe an aspect of the computing system implemented to perform a particular function. In some cases, a module, program, or engine may be instantiated via the logic subsystem executing instructions held by the storage subsystem. It will be understood that different modules, programs, and/or engines may be instantiated from the same application, service, code block, object, library, routine, API, function, etc. Likewise, the same module, program, and/or engine may be instantiated by different applications, services, code blocks, objects, routines, APIs, functions, etc. The terms “module,” “program,” and “engine” may encompass individual or groups of executable files, data files, libraries, drivers, scripts, database records, etc. It will be appreciated that a “service” may be used to refer to an application program executable across multiple user sessions. A service may be available to one or more system components, programs, and/or other services. In some implementations, a service may run on one or more server-computing devices. When included, a display device (e.g., 232, 234, etc.) may be used to present a visual representation of data held by the storage subsystem. This visual representation may take the form of a graphical user interface (GUI). As the herein described methods and operations change the data held by the storage subsystem, and thus transform the condition of the storage subsystem, the condition of the display device may likewise be transformed to visually represent changes in the underlying data. Display devices may be combined with the logic subsystem and/or the storage subsystem in a shared enclosure, or such display devices may be peripheral display devices. An input/output subsystem, such as example input/output subsystem280of on-board computing system270, may comprise or interface with one or more user-input devices such as a keyboard, mouse, touch screen, or handheld controller. In some examples, the input subsystem may comprise or interface with selected natural user input (NUI) componentry. Such componentry may be integrated or peripheral, and the transduction and/or processing of input actions may be handled on- or off-board. Example NUI componentry may include a microphone for speech and/or voice recognition; an infrared, color, stereoscopic, and/or depth camera for machine vision and/or gesture recognition; a head tracker, eye tracker, accelerometer, and/or gyroscope for motion detection and/or intent recognition. A communications interface, such as example communications interface284of on-board computing system270, may be configured to communicatively couple the computing system with one or more other computing devices or computing systems. The communications interface may include wired and/or wireless communication devices compatible with one or more different communication protocols. The communications interface may be configured for communication via a wireless telephone network, or a wired or wireless local- or wide-area network, as examples. In some examples, the communications interface may allow the computing system to send and/or receive messages to and/or from other devices via a network such as the Internet. Examples of the subject matter of the present disclosure are described in the following enumerated paragraphs. A1. A method performed by a computing system with respect to an aircraft passenger cabin containing a plurality of stowage compartments, the method comprising: receiving sensor data captured via a sensor subsystem that includes a sensor associated with each of the plurality of stowage compartments; identifying, for each of the plurality of stowage compartments, a baseline condition in which foreign objects are absent from the stowage compartment; detecting a foreign object within a stowage compartment based on the received sensor data for the stowage compartment and the baseline condition identified for the stowage compartment; conducting an audit of the plurality of stowage compartments for contents; and based on the audit, outputting an indication that the foreign object is within the stowage compartment, the indication identifying the stowage compartment among the plurality of stowage compartments. A2. The method of paragraph A1, wherein the plurality of stowage compartments include a plurality of overhead bins or a plurality of seatback pockets, and wherein: for the plurality of overhead bins, the one or more sensors associated with each of the plurality of overhead bins include an optical sensor, or for the plurality of seatback pockets, the one or more sensors associated with each of the plurality of seatback pockets include: a strain gauge that outputs an indication of strain within an outer wall of the seatback pocket opposite its seatback, or a force sensor that outputs an indication of a weight and/or a torque applied to the seatback pocket, or an angle sensor that outputs an indication of an angle between an outer wall of the seatback pocket and its seatback. A3. The method of paragraph A2, wherein the plurality of stowage compartments include the plurality of overhead bins; and wherein the method further comprises: detecting a fire or smoke condition within one of the plurality of overhead bins via the optical sensor associated with the overhead bin; and outputting an indication of the fire or smoke condition. A4. The method of paragraph A2, wherein the plurality of stowage compartments include the plurality of seatback pockets; and wherein the method further comprises: aggregating the sensor data received over time to obtain an aggregate value for each of the plurality of seatback pockets; detecting an aggregate fatigue condition for one of the plurality of seatback pockets based on the aggregate value for the seatback pocket; and outputting an indication of the aggregate fatigue condition for the seatback pocket that identifies the seatback pocket among the plurality of seatback pockets. A5. The method of any of paragraphs A1-A4, further comprising: detecting a trigger condition; and responsive to the trigger condition, conducting the audit of the plurality of stowage compartments for contents. A6. The method of paragraph A5, wherein the trigger condition is detected responsive to receiving a user input via a service personnel interface or responsive to a sensor input from a sensor located on-board the aircraft. A7. The method of any of paragraphs A1-A6, wherein the baseline condition is detected responsive to receiving a user input via a service personnel interface or responsive to a sensor input from a sensor located on-board the aircraft. A8. The method of any of paragraphs A1-A7, wherein outputting the indication that the foreign object is present within the stowage compartment includes outputting a visual indication via a display device or an illumination unit integrated with the aircraft. A9. The method of paragraph A8, wherein the display device or the illumination unit is one of a plurality of available output devices integrated with the aircraft; and wherein the method further includes selecting the device or the illumination unit from among the plurality of available output devices based on the identified stowage compartment. A10. The method of any of paragraphs A1-A9, wherein outputting the indication that the foreign object is present within the stowage compartment includes transmitting an electronic message identifying the stowage compartment to a target recipient address over a communications network; and wherein the method further comprises, identifying the target recipient address from a database that associates the target recipient address with the stowage compartment for aircraft operations occurring between identifying the baseline condition for the stowage compartment and conducting the audit. A11. The method of any of paragraphs A1-A10, wherein the baseline condition for a stowage compartment includes baseline sensor data received via the one or more sensors associated with the stowage compartment; and wherein the foreign object is identified as being present within the stowage compartment based on a comparison of the baseline sensor data with the sensor data received from the sensor associated with the stowage compartment while the audit is conducted. B1. A detection system for monitoring an aircraft passenger cabin containing a plurality of stowage compartments, the detection system comprising: a sensor subsystem including a sensor associated with each of the plurality of stowage compartments; a logic subsystem interfacing with the sensor subsystem; and a storage subsystem having instructions stored thereon executable by the logic subsystem to: receive sensor data captured via the sensor subsystem; identify, for each of the plurality of stowage compartments, a baseline condition in which foreign objects are absent from the stowage compartment; detect a foreign object within a stowage compartment based on the sensor data captured by the sensor associated with the stowage compartment and the baseline condition identified for the stowage compartment; conduct an audit of the plurality of stowage compartments for contents; and based on the audit, output an indication that the foreign object is within the stowage compartment, the indication identifying the stowage compartment among the plurality of stowage compartments. B2. The detection system of paragraph B1, wherein the plurality of stowage compartments include a plurality of overhead bins or a plurality of seatback pockets, and wherein: for the plurality of overhead bins, the one or more sensors associated with each of the plurality of overhead bins include an optical sensor, or for the plurality of seatback pockets, the one or more sensors associated with each of the plurality of seatback pockets include: a strain gauge that outputs an indication of strain within an outer wall of the seatback pocket opposite its seatback, a force sensor that outputs an indication of a weight and/or a torque applied to the seatback pocket, or an angle sensor that outputs an indication of an angle between an outer wall of the seatback pocket and its seatback. B3. The detection system of paragraph B2, wherein the plurality of stowage compartments include the plurality of overhead bins; and wherein the instructions are further executable by the logic subsystem to: detect a fire or smoke condition within one of the plurality of overhead bins via the optical sensor associated with the overhead bin; and output an indication of the fire or smoke condition. B4. The detection system of paragraph B2, wherein the plurality of stowage compartments include the plurality of seatback pockets; and wherein the instructions are further executable by the logic subsystem to: aggregate the sensor data received over time to obtain an aggregate value for each of the plurality of seatback pockets; detect an aggregate fatigue condition for one of the plurality of seatback pockets based on the aggregate value for the seatback pocket; and output an indication of the aggregate fatigue condition for the seatback pocket that identifies the seatback pocket among the plurality of seatback pockets. B5. The detection system of any of paragraphs B1-B4, wherein the indication that the foreign object is within the stowage compartment is output as a visual indication via a display device or an illumination unit integrated with the aircraft. B6. The detection system of any paragraphs B1-B5, wherein the indication that the foreign object is within the stowage compartment is output by transmitting, via a communications interface of the detection system, an electronic message identifying the stowage compartment to a target recipient address over a communications network; and wherein the instructions are further executable by the logic subsystem to identify the target recipient address from a database that associates the target recipient address with the stowage compartment for aircraft operations occurring between identification of the baseline condition for the stowage compartment and conducting the audit. B7. The detection system of any paragraphs B1-B6, wherein the baseline condition includes sensor data received via the one or more sensors associated with the stowage compartment in which foreign objects are absent from the stowage compartment; and wherein the foreign object is identified within the stowage compartment based on a comparison of the baseline sensor data received for the baseline condition to the sensor data received by the one or more sensors associated with the stowage compartment while the audit is conducted. B8. The detection system of any of paragraphs B1-B7, wherein the baseline condition is identified at a first time responsive to receiving a first user input via a service personnel interface or responsive to a sensor input from a sensor located on-board the aircraft; and wherein the audit is conducted at a second time occurring after the first time responsive to receiving a second user input via a service personnel interface or responsive to a sensor input from a sensor located on-board the aircraft. C1. A passenger aircraft, comprising: a passenger cabin that includes a plurality of passenger seats and a plurality of stowage compartments, the plurality of stowage compartments further including a plurality of overhead bins located above the plurality of passenger seats or a plurality of seatback pockets located upon the plurality of passenger seats; a sensor subsystem including a sensor associated with each of the plurality of stowage compartments; a computing system configured to: receive sensor data captured via the sensor subsystem; identify, for each of the plurality of stowage compartments, a baseline condition in which foreign objects are absent from the stowage compartment; detect a foreign object within a stowage compartment of the plurality of stowage compartments based on the sensor data associated with the stowage compartment and the baseline condition identified for the stowage compartment; and output an indication that the foreign object is present within the stowage compartment, the indication identifying the stowage compartment among the plurality of stowage compartments. It will be understood that the configurations and/or approaches described herein are exemplary in nature, and that these specific embodiments or examples are not to be considered in a limiting sense, because numerous variations are possible. The specific methods described herein may represent one or more of any number of processing strategies. As such, various acts illustrated and/or described may be performed in the sequence illustrated and/or described, in other sequences, in parallel, or omitted. Likewise, the order of the above-described processes may be changed. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various processes, systems and configurations, and other features, functions, acts, and/or properties disclosed herein, as well as any and all equivalents thereof. | 70,671 |
11858654 | DETAILED DESCRIPTION The present disclosure describes systems, display devices and methods associated with crew alerting systems of aircraft and other mobile platforms. Even though various aspects the present disclosure are described in the context of aircraft, it is understood that aspects disclosed herein are equally applicable to centralized alerting systems for other systems and mobile platforms (e.g., vehicles) such as trains, ships and busses for example. In various embodiments, the systems, display devices and methods disclosed herein may be considered to provide crew alerting systems of improved functionality compared to conventional crew alerting systems by providing awareness-enhancing indications tailored for evolving conditions while being mindful of the limited real estate available on an aircraft flight deck. In various embodiments, the systems, display devices and methods disclosed herein may in some situations reduce or eliminate the need for a flight crew to consult one or more source(s) of information separate from the crew alerting system in order to supplement a text message provided by the crew alerting system. Accordingly, in some embodiments, the systems, display devices and methods disclosed herein may contribute toward enhancing awareness of the flight crew and reducing the flight crew's workload at (e.g., critical) times when the flight crew is being alerted of a relevant condition requiring the flight crew's attention. Aspects of various embodiments are described through reference to the drawings. FIG.1shows an exemplary aircraft10(i.e., mobile platform) and a partial schematic representation of flight deck12which may be part of aircraft10. Aircraft10may be a corporate, private, commercial or any other type of aircraft. For example, aircraft10may be a fixed-wing aircraft. In some embodiments, aircraft10may be a narrow-body, twin engine jet airliner. Flight deck12may comprise additional or fewer elements than those shown and described herein. Flight deck12may comprise left portion12A intended to be used by a pilot (sometimes referred as “captain”) of aircraft10and right portion12B intended to be used by a co-pilot (sometimes referred as “first officer”) of aircraft10. Left portion12A and right portion12B may comprise functionally identical components so that at least some operational redundancy may be provided between left portion12A and right portion12B of flight deck12. As used herein, the term “flight crew” is intended to encompass one or more individuals responsible for the operation of aircraft10during flight. Such individuals may, for example, include the pilot and/or the co-pilot. Similarly, the term “crew” is intended to encompass one or more individuals responsible for or associated with the operation of a mobile platform comprising a crew alerting system as disclosed herein. Flight deck12may comprise one or more display devices14providing respective display areas16. In the exemplary configuration of flight deck12shown inFIG.1, left portion12A and right portion12B may each comprise two display devices14and an additional display device14may be provided in pedestal region18of flight deck12. Display device14provided in pedestal region18may be shared between the pilot and the co-pilot during normal operation of aircraft10. Display devices14may include one or more cathode-ray tubes (CRTs), liquid crystal displays (LCDs), plasma displays, light-emitting diode (LED) based displays or any known or other type of display device that may be suitable for use in flight deck12. Display devices14may be configured to dynamically display operational and status information about various systems of aircraft10, information related to flight/mission planning, maps and any other information that may be useful for the flight crew (e.g., pilot(s)) during the operation of aircraft10. Display devices14may facilitate dialog between the flight crew and various systems of aircraft10via suitable graphical user interfaces. Flight deck12may comprise one or more data input devices such as, for example, one or more cursor control devices20, one or more multi-function keypads22and one or more (e.g., standalone or multifunction) controllers23that may permit data entry by the flight crew. For example, such controller(s)23may be disposed in the glare shield above one or more display devices14. One or more of display devices14may comprise CAS display area16A dedicated to centralized crew alerting system24shown schematically inFIG.2and referred hereinafter as “CAS24”, during one or more phases of operation of aircraft10. In some embodiments, a single instance of CAS display area16A may be displayed on a display device14that is conveniently located to be visible by both the pilot and the co-pilot. Alternatively, in some embodiments, more than one instance of CAS display area16A may be displayed on more than one respective display device14. In some embodiments, the display device14on which CAS display area16A is provided may also include engine indications and therefore CAS display area16A may be part of an engine indication and crew alerting system (EICAS). In some embodiments, CAS display area16A may be selectively displayed on one or more display devices14of flight deck12based on input from the flight crew. It is understood that CAS display area16A and the display of its contents is not limited to one or more display devices14onboard aircraft10. For example, CAS display area16A could, alternatively or in addition, be provided on a display device that is off of aircraft10. For example, CAS display area16A could be provided on a display device of a ground station to alert a ground-based operator of aircraft10or support (e.g., maintenance) personnel. Hence, even though the present disclosure refers to alerting a flight crew of aircraft10, it is understood that relevant information could be transmitted from aircraft10to a location remote from aircraft10(e.g., ground station) in order to alert an individual at such location in accordance with aspects of the present disclosure. FIG.2shows a schematic representation of an exemplary CAS24which may be part of aircraft10. CAS24may be integrated with flight deck12. CAS24may comprise one or more computers26(referred hereinafter in the singular) operatively coupled to one or more display devices14(referred hereinafter in the singular) of flight deck12. Computer26may comprise one or more data processors28(referred hereinafter in the singular) and one or more computer-readable memories30(referred hereinafter in the singular) storing machine-readable instructions32executable by data processor28and configured to cause data processor28to generate one or more outputs34(referred hereinafter in the singular). Output34may comprise one or more signals for causing display device14of aircraft10to display CAS display area16A and its contents. Computer26may receive input(s)36in the form of data or information that may be processed by data processor28based on instructions32in order to generate output34. For example, input36may comprise information (data) indicative of an existence of a relevant condition associated with one or more systems38of aircraft10. In some embodiments, input36may alternatively or in addition comprise information (data) indicative of a substantially real-time value of a dynamic parameter associated with the relevant condition pertaining to the one or more systems38of aircraft10. Such dynamic parameter may be indicative of an evolution of the relevant condition. In various embodiments, input(s)36may include or be indicative of sensed signals acquired via one or more (e.g., pressure, position, acceleration, temperature or other) sensors40associated with one or more aircraft systems38. Accordingly, input(s)36may comprise one or more sensed parameters indicative of one or more states of aircraft system(s)38. As described further below, computer26may, based on input(s)36, generate output34for causing display device14to display one or more awareness-enhancing indications as described below and associated with the relevant condition in CAS display area16A. Computer26may be part of an avionics suite of aircraft10. For example, in some embodiments, computer26may carry out additional functions than those described herein including the management of one or more graphic user interfaces of flight deck12and/or other part(s) of aircraft10. In various embodiments, computer26may comprise more than one computer or data processor where the methods disclosed herein (or part(s) thereof) could be performed using a plurality of computers or data processors, or, alternatively, be performed entirely using a single computer or data processor. In some embodiments, computer26could be physically integrated with (e.g., embedded in) display device14. Data processor28may comprise any suitable device(s) configured to cause a series of steps to be performed by computer26so as to implement a computer-implemented process such that instructions32, when executed by computer26or other programmable apparatus, may cause the functions/acts specified in the methods described herein to be executed. Data processor28may comprise, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof. Memory30may comprise any suitable known or other machine-readable storage medium. Memory30may comprise non-transitory computer readable storage medium such as, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Memory30may include a suitable combination of any type of computer memory that is located either internally or externally to computer26such as, for example, random-access memory (RAM), read-only memory (ROM), compact disc read-only memory (CDROM), electro-optical memory, magneto-optical memory, erasable programmable read-only memory (EPROM), and electrically-erasable programmable read-only memory (EEPROM), Ferroelectric RAM (FRAM) or the like. Memory30may comprise any storage means (e.g. devices) suitable for retrievably storing machine-readable instructions32executable by data processor28. Various aspects of the present disclosure may be embodied as systems, devices, methods and/or computer program products. Accordingly, aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects. Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more non-transitory computer readable medium(ia) (e.g., memory30) having computer readable program code (e.g., instructions32) embodied thereon. The computer program product may, for example, be executed by computer26to cause the execution of one or more methods disclosed herein in entirety or in part. Computer program code for carrying out operations for aspects of the present disclosure in accordance with instructions32may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the “C” programming language or other programming languages. Such program code may be executed entirely or in part by computer26or other data processing device(s). It is understood that, based on the present disclosure, one skilled in the relevant arts could readily write computer program code for implementing the methods disclosed herein. In some embodiments, crew alerting system24may comprise display device14defining CAS display area16A dedicated to crew alerting system24. Data processor28of computer26may be operatively coupled to display device14. Machine-readable memory30may be operatively coupled to data processor28and store instructions32executable by processor28. Such instructions32may be configured to cause processor28to use data representative of input(s)36and generate output34configured to cause display device14to display one or more awareness-enhancing indications42(shown inFIG.3). The data used by data processor28may be indicative of an existence of a relevant condition associated with aircraft10. The existence of such relevant condition may be based on the evaluation of a logical expression such as, for example, the comparison of a sensed value to a threshold value. Accordingly, the data indicative of the existence of such relevant condition may be binary in nature based on whether the logical expression evaluated is true or false. For example, such relevant condition may include a system degradation (e.g., failure), non-normal condition or state associated with one or more of aircraft systems38. The data used by data processor28may also be indicative of a substantially real-time value of a dynamic parameter associated with the relevant condition. Such real-time value may be associated with a dynamic parameter of one or more aircraft systems38and acquired via sensor40. The dynamic parameter may be indicative of an evolution of the relevant condition. Non-limiting examples of such dynamic parameter may include: a rotation speed (e.g., RPM) associated with an auxiliary power unit (APU) of aircraft10during start-up, a quantity of fuel remaining in a fuel tank of aircraft10, an outside temperature indicating an icing risk, a position of a flight control surface of aircraft10, a temperature inside a cabin of aircraft10and a pressure inside the cabin of aircraft10. Aspects of the present disclosure are not intended to be limited to the specific relevant conditions and dynamic parameters recited herein as examples. Instead, aspects of the present disclosure may be applicable to any suitable known or other relevant conditions that may be indicated via traditional or other aircraft crew alerting systems. FIG.3shows an exemplary CAS display area16A associated with CAS24ofFIG.2where CAS display area16A comprises a plurality of exemplary awareness-enhancing indications42-1to42-7(referred generically herein using reference character42). CAS display area16A may be a sub-region of larger display area16of display device14. In the example shown inFIG.3, CAS display area16A is disposed adjacent to engine-related indications and therefore CAS display area16A may, in some embodiments, be considered part of an EICAS. CAS display area16A may comprise a plurality of line items L1-L7(bars) together forming a “stack” of awareness-enhancing indications42where the order of awareness-enhancing indications42in the stack may, for example, be based on the criticality (i.e., priority) of the relevant condition, may be chronological or quasi-chronological, or, the order of awareness-enhancing indications42in the stack may be based on other factor(s). In various embodiments, awareness-enhancing indication42may comprise one or more textual messages42A (e.g.,42-1A to42-7A shown inFIG.3) and one or more supplemental indications42B (e.g.,42-1B to42-7B shown inFIG.3). In some embodiments, textual message42A may be relatively short (e.g., less than 21 characters) and may be binary in nature and displayed based on the evaluation of a logical expression. For example, textual message42A may be displayed when the associated logical expression is true and may be hidden or removed from CAS display area16A when the associated logical expression is false. Since supplemental indication42B accompanies textual message42A, it may also be displayed or hidden simultaneously with textual message42A. In some embodiments, all or part of awareness-enhancing indication42may be displayed in CAS display area16A in a color that is indicative of the criticality or level of alert of the associated relevant condition to provide the flight crew a visual indication of priority in the event where multiple awareness-enhancing indications42may be displayed in CAS display area16A. For example, red may be used for an awareness-enhancing indication42associated with a “warning-alert” level requiring immediate awareness and action by the flight crew, amber or yellow may be used for an awareness-enhancing indication42associated with a “caution-alert” level requiring immediate awareness and subsequent action by the flight crew, cyan may be used for an awareness-enhancing indication42associated with an “advisory” level requiring crew awareness, and, white may be used for an awareness-enhancing indication42associated with a system state. Supplemental indication42B may be indicative of a substantially real-time value of the dynamic parameter associated with the relevant condition and may accompany textual message42A. Accordingly, supplemental indication42B may be a dynamic indication providing a substantially real-time representation of the dynamic parameter as the relevant condition is evolving in order to enhance the awareness provided by textual message42A. In some situations, the presentation of supplemental indication42B may sufficiently supplement textual message42A so that the flight crew may not require to consult a separate source of information (e.g., synoptic page) which may be located on a different display device14, on a different page of the same or other display device14, or in a display area16or region thereof that is different from CAS display area16A. For example, supplemental indication42B may provide information to the flight crew regarding the evolution, criticality and expected duration of a relevant condition. As shown inFIG.3, supplemental indication42B may accompany textual indication42A in a single CAS display area16A that is dedicated to CAS24. Awareness-enhancing indication42may provide information to the flight crew about the relevant condition in a clear and integrated manner that is intuitive and relatively easy to interpret by the flight crew. This and the single location of both the textual message42A and supplemental indication42B may contribute toward reducing the flight crew's workload during critical periods requiring the flight crew's attention. Supplemental indication42B may comprise a textual or a non-textual indication. For example, supplemental indication42B may comprise an alphanumeric indication such as one or more numerical values and/or one or more textual indications that may substantially dynamically indicate the dynamic parameter associated with the relevant condition. Alternatively or in addition, supplemental indication42B may comprise a graphical (e.g., pictorial) indication which may facilitate the interpretation of supplemental indication42B by the flight crew. The term “graphical” is intended to encompass any non-textual indications such as, for example, pictures, diagrams, curves, colored labels, segments, carets, connectors, markers, analog gauges, icons and progress indicators such as bars and circles. The use of graphical indications may be preferred in some situations to facilitate the interpretation of supplemental indication42B by providing “at-a-glance” information without having to read an alphanumeric message. Supplemental indication42B may be dynamic so that subsequent data indicative of the substantially real-time value of the dynamic parameter may cause supplemental indication42B to be automatically updated substantially in real-time based on such subsequent data. In reference toFIG.3, textual messages42A and their accompanying supplemental indications42B may be displayed together as single line items L1-L7in CAS display area16A in some embodiments. For example, textual message42A and supplemental indication42B may be displayed laterally adjacent one another and together in CAS display area16A. Alternatively, textual message42A and associated supplemental indication42B may be displayed as adjacent line items L1-L7in some embodiments due to a length of textual message42A and/or an amount of display space required for associated supplemental indication42B. In various embodiments, textual message42A and associated supplemental indication42B may be considered to be displayed together to achieve visual cohesion allowing textual message42A and associated supplemental indication42B to be interpreted together. In some embodiments, visual cohesion may be achieved by proximity of textual message42A and associated supplemental indication42B. For example, textual message42A and associated supplemental indication42B may be positioned to have a vertical and/or lateral space (gap) of less than about 0.5 inch (13 mm) between them. In some embodiments, one or more textual messages42A and associated supplemental indications42B may coexist with conventional CAS messages (e.g., see “CAS MSG 1”) as shown in CAS display area16A. In reference to line item L1, an exemplary awareness-enhancing indication42-1may comprise textual message42-1A containing the letters “APU” accompanied by supplemental indication42-1B comprising a circular progress indicator providing a substantially real-time indication of the dynamic parameter associated with the relevant condition. In this specific example, “APU” may represent an auxiliary power unit and the circular progress indicator of supplemental indication42-1B may graphically and dynamically indicate an operating speed (e.g., RPM) of the auxiliary power unit during start-up of the auxiliary power unit. The circular progress indicator may graphically indicate the current operating speed of the auxiliary power unit relative to a target (e.g., threshold) operating speed by the dynamic extension of the arc in the counter-clockwise direction toward the top of the circle. The difference in angular position along the circular path between the end of the arc and the top of the circle may graphically indicate the difference between the current, substantially real-time operating speed and the target operating speed of the auxiliary power unit to be reached during start-up. The value of the target operating speed of the auxiliary power unit may be indicative of a conclusion of the start-up condition of the auxiliary power unit thereby indicating that the auxiliary power unit is ready to deliver its services (e.g., electricity and pressurized air). Accordingly, when the target operating speed of the auxiliary power unit is reached (e.g., the arc completely fills the circle), the logical expression causing awareness-enhancing indication42-1to be displayed may no longer be true and awareness-enhancing indication42-1may then be removed from CAS display area16A and thereby indicate a conclusion of the relevant condition. In some embodiments, awareness-enhancing indication42-1may be replaced by another message once the logical expression is no longer true. The difference between the current, substantially real-time operating speed and the target operating speed of the auxiliary power unit may provide an indication of criticality and duration of the relevant condition associated with awareness-enhancing indication42-1. In reference to line item L2, another exemplary awareness-enhancing indication42-2may comprise textual message42-2A containing the letters “APU” accompanied by supplemental indication42-2B comprising a numerical value “9000” dynamically providing a substantially real-time indication of the dynamic parameter associated with the relevant condition. In this example, “APU” may again represent an auxiliary power unit and the supplemental indication42-2B may numerically and dynamically indicate an operating speed (e.g., RPM) of the auxiliary power unit during start-up of the auxiliary power unit to increase the awareness of the flight crew. When the target operating speed of the auxiliary power unit is reached, the logical expression causing awareness-enhancing indication42-2to be displayed may no longer be true and awareness-enhancing indication42-2may then be removed from CAS display area16A thereby indicating a conclusion of the relevant condition. In some embodiments, awareness-enhancing indication42-2may be replaced by another message once the logical expression is no longer true. In reference to line item L3, another exemplary awareness-enhancing indication42-3may comprise textual message42-3A containing the letters “SYSTEM A” accompanied by supplemental indication42-3B comprising a numerical value “11/50” dynamically providing a substantially real-time indication of the dynamic parameter associated with the relevant condition. In this example, the value “11” of supplemental indication42-3B may numerically and dynamically indicate a current, substantially real-time value of the dynamic parameter and the value “50” of supplemental indication42-3B may numerically indicate a target value of the dynamic parameter indicating a conclusion of the relevant condition. Accordingly, when the target value of the dynamic parameter is reached, the logical expression causing awareness-enhancing indication42-3to be displayed may no longer be true and awareness-enhancing indication42-3may then be removed from CAS display area16A thereby indicating a conclusion of the relevant condition. In some embodiments, awareness-enhancing indication42-2may be replaced by another message once the logical expression is no longer true. The numerical difference between the current, substantially real-time value of the dynamic parameter and the target value of the dynamic parameter may provide an indication of criticality and duration of the relevant condition indicated by awareness-enhancing indication42-3. In reference to line item L4, another exemplary awareness-enhancing indication42-4may comprise textual message42-4A containing the letters “SYSTEM B” accompanied by supplemental indication42-4B comprising a textual indication “22%” dynamically providing a substantially real-time indication of the dynamic parameter associated with the relevant condition as a percentage of a target value of the dynamic parameter indicating a conclusion of the relevant condition. Awareness-enhancing indication42-4may otherwise have characteristics as described above in relation to other awareness-enhancing indications. In reference to line item L5, another exemplary awareness-enhancing indication42-5may comprise textual message42-5A containing the letters “SYSTEM C” accompanied by supplemental indication42-5B comprising a graphical indication in the form of a progress bar/indicator dynamically providing a substantially real-time indication of the dynamic parameter associated with the relevant condition relative to a target value of the dynamic parameter indicating a conclusion of the relevant condition. Awareness-enhancing indication42-5may otherwise have characteristics as described above in relation to other awareness-enhancing indications. In reference to line item L6, another exemplary awareness-enhancing indication42-6may comprise textual message42-6A containing the letters “SYSTEM D” accompanied by supplemental indication42-6B comprising a graphical indication in the form of a dynamic icon of an actuator where the deployment or retraction of the actuator is graphically and dynamically displayed. The dynamic icon of supplemental indication42-6B may provide a substantially real-time graphical indication of the current deployed position of the actuator relative to a target position. The dynamic icon of supplemental indication42-6B may provide a substantially real-time graphical indication of the direction of movement of the actuator to increase awareness of the flight crew. Awareness-enhancing indication42-6may otherwise have characteristics as described above in relation to other awareness-enhancing indications. In reference to line item L7, another exemplary awareness-enhancing indication42-7may comprise textual message42-7A containing the letters “SYSTEM E” accompanied by supplemental indication42-7B comprising a graphical indication in the form of a dynamic icon indicating “ICE” associated with a de-icing system of aircraft10. The dynamic icon may in the form of a progress bar analogous to supplemental indications42-1B and42-5B. Alternatively or in addition, the dynamic icon of supplemental indication42-7B may be a colored indicator where a transition in the displayed color(s) may provide a graphical and substantially real-time indication of the associated dynamic parameter. For example, the dynamic icon may transition from red to green to provide a substantially real-time indication of the progress of the relevant condition towards a target state of the dynamic parameter. Awareness-enhancing indication42-7may otherwise have characteristics as described above in relation to other awareness-enhancing indications. FIG.4shows three additional exemplary awareness-enhancing indications42as separate line items L1-L3that may be displayed on CAS display area16A. The awareness-enhancing indications42ofFIG.4may generally comprise similar textual messages42A and supplementary indications42B as previously described. However, each awareness-enhancing indications42ofFIG.4may comprise more than one (e.g., two or more) supplementary indications42B where each supplementary indication42B may be associated with a respective dynamic parameter. For example, where system A has a relevant condition on a left side of aircraft10and a relevant condition on the right side of aircraft10, each associated with a respective dynamic parameter, then two supplementary indications42B may be provided to represent the evolution of the dynamic parameter of each relevant condition. Accordingly, a plurality of dynamic parameters may be dynamically indicated substantially in real-time in order to indicate the evolution of the relevant condition causing the display of such awareness-enhancing indications42. FIG.5shows an exemplary expanded area44associated with another exemplary awareness-enhancing indication42. Expanded area44may normally be hidden and be selectively displayed by action of the flight crew. For example, a movable cursor may be brought over line item L1containing awareness-enhancing indication42and actuated (i.e., by clicking on line item L1) in order to cause expanded area44to be shown. Alternatively, expanded area44may always be displayed when awareness-enhancing indication42is shown depending on the awareness need or preference for the particular system38. Expanded area44may comprise additional information related to the relevant condition associated with awareness-enhancing indication42. In some embodiments, expanded area44may display checklist items associated with the relevant condition to be performed by the flight crew. In some embodiments, expanded area44may comprise one or more actuatable widgets (e.g., check boxes, buttons, etc.) associated with a sensed checklist for example. In some embodiments, expanded area44may comprise actuatable widgets configured to permit the flight crew to activate, deactivate or otherwise control one or more systems38of aircraft10. FIG.6is a flowchart illustrating an exemplary method600for alerting a flight crew of aircraft10of a relevant condition associated with aircraft10. Method600may also be used for alerting a crew of a mobile platform of a relevant condition. Method600may be performed using CAS24as described above. In various embodiments, method600may comprise: receiving data indicative of an existence of the relevant condition associated with aircraft10(see block602); receiving data indicative of a substantially real-time value of a dynamic parameter associated with the relevant condition where the dynamic parameter is indicative of an evolution of the relevant condition (see block604); and displaying awareness-enhancing indication42associated with the relevant condition in CAS display area16A of CAS24of aircraft10where awareness-enhancing indication42comprises textual message42A and supplemental indication42B indicative of the substantially real-time value of the dynamic parameter associated with the relevant condition (see block606). In some embodiments, supplemental indication42B may comprise a graphical indication and/or a textual indication. Supplemental indication42B may dynamically indicate a substantially real-time value of the dynamic parameter. For example, method600may comprise receiving subsequent data indicative of the substantially real-time value of the dynamic parameter; and causing the graphical and/or textual supplemental indication426to be updated based on the subsequent data. In some embodiments, textual message42A and supplemental indication42B may be displayed together as a single line item L1-L7in CAS display area16A. For example, textual message42A and supplemental indication42B may be displayed laterally adjacent one another in CAS display area16A. In various embodiments, textual message42A and supplemental indication42B may be displayed in any suitable manner to achieve visual cohesion allowing textual message42A and associated supplemental indication42B to be interpreted together. Supplemental indication42B of awareness-enhancing indication42may be indicative of a target (e.g., threshold) value of the dynamic parameter. In some embodiments, supplemental indication42B may, for example, be indicative of a difference between the substantially real-time value of the dynamic parameter and the target value of the dynamic parameter. In some embodiments, supplemental indication42B may, for example, dynamically indicate a change in the substantially real-time value of the dynamic parameter relative to the target value of the dynamic parameter. Such target value of the dynamic parameter may be indicative of a conclusion of the relevant condition. Accordingly, method600may comprise removing awareness-enhancing indication42from CAS display area16A upon conclusion of the relevant condition (e.g., when the substantially real-time value of the dynamic parameter has reached the target value). The above description is meant to be exemplary only, and one skilled in the relevant arts will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. For example, the blocks and/or operations in the flowcharts and drawings described herein are for purposes of example only. There may be many variations to these blocks and/or operations without departing from the teachings of the present disclosure. For instance, the blocks may be performed in a differing order, or blocks may be added, deleted, or modified. The present disclosure may be embodied in other specific forms without departing from the subject matter of the claims. Also, one skilled in the relevant arts will appreciate that while the systems, devices and methods disclosed and shown herein may comprise a specific number of elements/steps, the systems, devices and methods could be modified to include additional or fewer of such elements/steps. The present disclosure is also intended to cover and embrace all suitable changes in technology. Modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure, and such modifications are intended to fall within the appended claims. Also, the scope of the claims should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole. | 35,753 |
11858655 | The Figures depict exemplary embodiments for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the systems and methods illustrated herein may be employed without departing from the principles of the invention described herein. DETAILED DESCRIPTION The following detailed description of the invention references the accompanying drawings that illustrate specific embodiments in which the invention can be practiced. The embodiments are intended to describe aspects of the invention in sufficient detail to enable those skilled in the art to practice the invention. Other embodiments can be utilized and changes can be made without departing from the scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense. The scope of the present invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled. In this description, references to “one embodiment”, “an embodiment”, or “embodiments” mean that the feature or features being referred to are included in at least one embodiment of the technology. Separate references to “one embodiment”, “an embodiment”, or “embodiments” in this description do not necessarily refer to the same embodiment and are also not mutually exclusive unless so stated and/or except as will be readily apparent to those skilled in the art from the description. For example, a feature, structure, act, etc. described in one embodiment may also be included in other embodiments, but is not necessarily included. Thus, the present technology can include a variety of combinations and/or integrations of the embodiments described herein. Turning toFIG.1, an aviation integrated optics and lighting unit10constructed in accordance with an embodiment of the invention is illustrated implemented on an exemplary aircraft12. The aviation integrated optics and lighting unit10is configured to replace an existing light14, such as a beacon light system, a position light system, an anti-collision light system, a landing light system, a logo light, an ice light, or the like, on an aircraft12. The aircraft12may be an airplane, jet plane, helicopter, or the like. The aircraft12may include an exterior portion16having a light receptacle18to which the existing lighting system14was secured, as depicted inFIG.2. The light receptacle18may comprise one or more holes20for fastening the lighting system14to the aircraft12and/or for connecting the lighting system14to an existing power cable22of the aircraft12. In some embodiments, the power type associated with the cable22may include a 12-volt system, a 24-volt system, or a 14-to-28-volt nominal system. In some embodiments, the nominal voltage range standard used may be 9-32 volts. Turning toFIGS.3-5, the aviation integrated optics and lighting unit10comprises a camera housing24, a light housing26, a light-emitting device28, one or more optical units30, a power port32, a rechargeable power source34, and a controller36. The camera housing24may comprise a bottom side38, a sidewall40, and a top side42. The bottom side38may be configured to be attached to the exterior portion16of the aircraft12, such as the light receptacle18. The bottom side38may include a through hole through which the power cable22and/or the power port32may extend for connecting the unit10to existing aircraft power systems. The sidewall40extends generally upward from the bottom side38and includes one or more camera through holes46for receiving a portion of the one or more optical units30. The top side42may include a light through hole48through which the light-emitting device28may at least partially extend. In some embodiments, the camera housing24comprises a machined aluminum enclosure. The light housing26may be translucent and house a portion of the light-emitting device28. The light housing26may be configured to be secured to the top side42of the camera housing24. The light-emitting device28is configured to emit light, such as flashing lights or the like. The light-emitting device28may comprise an LED light or the like. The light-emitting device28may be powered by circuitry of the aircraft12or may comprise its own internal circuitry. The optical units30are housed in the camera housing24and are configured to capture optical data. The optical units30may at least partially extend into the camera through holes46of the side wall40of the camera housing24. The optical units30may comprise digital cameras, multispectral imaging sensors, hyperspectral imaging sensor, such as sensors for detecting and/or capturing light on the visual spectrum, ultraviolet spectrum, near infrared light, mid-infrared light, far-infrared light, or thermal infrared light, or the like. In some embodiments, the optical units30comprise one or more single wide field-of-view lenses. In some embodiments, two or more of the optical units30may be positioned about the camera housing24so that they can provide a 360-degree view about the unit10. The optical units30may comprise different types of optical sensors or imaging devices. The power port32generally provides power from the cable22of the aircraft to components of the unit10. The power port32may comprise a harness, connector, or the like, and may be configured to connect to the cable22. The rechargeable power source34is connected to the power port32and may provide power to components of the unit10when, for example, the aircraft12is turned off so that no power is supplied through the cable22of the aircraft12. The rechargeable power source34may comprise one or more capacitors, capacitor banks, batteries, battery banks, inductors, inductor banks, power/battery management systems, or the like. The rechargeable power source34may be housed in the camera housing24. In some embodiments, when the aircraft12is powered, the rechargeable power source34may be configured to trickle charge by pulling a limited amount of current from the power cable22. Turning toFIG.6, the controller36may be in communication with the light-emitting device28and the optical units30and may comprise a processing element50, a memory element52, and a communication element54. In some embodiments, the controller36and the optical units30are integrated into a single device. The processing element50may include electronic hardware components such as processors. The processing element50may include microprocessors (single-core and multi-core), microcontrollers, digital signal processors (DSPs), field-programmable gate arrays (FPGAs), analog and/or digital application-specific integrated circuits (ASICs), or the like, or combinations thereof. The processing element50may generally execute, process, or run instructions, code, code segments, software, firmware, programs, applications, apps, processes, services, daemons, or the like. The processing element50may also include hardware components such as an inertial measurement unit (IMU), or other motion detection devices, finite-state machines, sequential and combinational logic, and other electronic circuits that can perform the functions necessary for the operation of the current invention. The processing element50may be in communication with the other electronic components through serial or parallel links that include universal busses, address busses, data busses, control lines, and the like. The memory element52may include electronic hardware data storage components such as read-only memory (ROM), programmable ROM, erasable programmable ROM, random-access memory (RAM) such as static RAM (SRAM) or dynamic RAM (DRAM), cache memory, hard disks, floppy disks, optical disks, flash memory, thumb drives, universal serial bus (USB) drives, or the like, or combinations thereof. In some embodiments, the memory element52may be embedded in, or packaged in the same package as, the processing element50. The memory element52may include, or may constitute, a “computer-readable medium.” The memory element52may store the instructions, code, code segments, software, firmware, programs, applications, apps, services, daemons, or the like that are executed by the processing element50. The memory element52may also store settings, data, documents, sound files, photographs, movies, images, databases, and the like. The communication element54generally allows communication between the unit10and external devices56, as inFIG.7. The communication element54may include signal or data transmitting and receiving circuits, such as antennas, amplifiers, filters, mixers, oscillators, digital signal processors (DSPs), and the like. The communication element54may establish communication wirelessly by utilizing radio frequency (RF) signals and/or data that comply with communication standards such as cellular 2G, 3G, 4G or 5G, Institute of Electrical and Electronics Engineers (IEEE) 802.11 standard such as Wi-Fi, IEEE 802.16 standard such as WiMAX, Bluetooth™, or combinations thereof. In addition, the communication element54may utilize communication standards such as ANT, ANT+, Bluetooth™ low energy (BLE), the industrial, scientific, and medical (ISM) band at 2.4 gigahertz (GHz), or the like. Alternatively, or in addition, the communication element54may establish communication through connectors or couplers that receive metal conductor wires or cables, like Cat 6 or coax cable, which are compatible with networking technologies such as ethernet. In certain embodiments, the communication element54may also couple with optical fiber cables. The communication element54may respectively be in communication with the processing element50and/or the memory element52. The controller36is configured to receive optical data from the optical units30. The controller36is also configured to receive, via the communications element54, instructions from to the external device56. The controller36may be configured to control operations of the optical units30via the processing element50. The controller36may be configured to store the optical data and/or other data on the memory element52via the processing element50. The controller36may also be configured to transmit the captured optical data to the external device56. In some embodiments, the controller36is configured to stitch optical data comprising, for example, images taken from the optical units30to create one image or video. In some embodiments, the controller36is configured to detect intensity changes of the flashing on the light-emitting device28and compensate for light flashing in creating an image or video. In some embodiments, the controller36is configured to provide security measures. For example, the controller36may be configured to detect, via the processing element50, motion based on an IMU or other motion detection devices or the optical data, such as optical data representative of movement of the aircraft12and/or movement of objects about the aircraft12. The controller36may be configured to wirelessly transmit, via the communication element54, a notification to the external device56if the aircraft12moves or if there is motion detected around the aircraft12. Additionally, the controller36may be configured to activate one of the optical units30comprising a camera and capture optical data comprising a recording or live video of what is occurring on or around the aircraft12. The controller36may be configured to transmit signals representative of the recording or live video to the external device56. In some embodiments, the controller36may be configured to perform object recognition based on optical data. In some embodiments, the controller36may be configured to perform image-stacking techniques to enhance low light performance of the optical units30comprising a camera and capture images in near total darkness. In some embodiment, the controller36may be connected to a gateway module's discrete I/O of the aircraft12and be configured to power a relay to activate the light-emitting device28. Embodiments of the present invention can be used standalone or with the gateway module. The gateway module described herein may comprise the gateway module disclosed in U.S. Provisional Patent Application 62/941,443, entitled “AVIATION CONNECTIVITY GATEWAY MODULE SYSTEM FOR REMOTE DATA OFFLOAD”, which is hereby incorporated by reference in its entirety. The controller36may also be configured to independently activate the light-emitting device28, in order to, for example, have an initial set of optical data representative of an initial picture at power-on. In some embodiments, the external device56comprises a mobile device, laptop, computing device, an access point (such as a Wi-Fi connection, FBO access point, Stratus portable receiver used as a Wi-Fi router), and/or the like. Alternatively or additionally, the controller36may be configured to connect to a service platform of a gateway module. By using the gateway module as an access point, embodiments of the present invention enable use of the gateway module's cellular, Wi-Fi, or other radio to transmit requests and/or messages via a cellular and/or cloud network60remotely anywhere in the world through an application. In some embodiments, the controller36may be configured to communicate, via the communication element54, with only external devices56having a proprietary application loaded thereon and receiving instructions therefrom. In some embodiments, the controller36may be configured to only receive, via the communication element54, instructions from an external device56connected to the same network (such as a Wi-Fi network or other wireless/RF network), as depicted inFIG.7. In some embodiments, the controller36may be configured to communicate, via the communication element54, through a gateway module58and/or the external device56having a user interface, as depicted inFIG.8. For example, the gateway module58may relay communications between the external device56and the communication element54of the unit10. The communication element54may be configured to also communicate directly with the external device56via wireless communication. The connection to the gateway module58allows for wireless data upload through a communication network60, such as via a cellular network, the cloud, and/or a Wi-Fi network. The gateway module58allows for the unit10to be awakened and to send information (video and/or images) globally via wireless communication, such as via the cellular network60. In some embodiments, a wireless access point62, such as a wireless network at a hangar or airport, may relay communications between the communication element54of the unit10and the external device56. This enables worldwide connection capability to the unit10. This also enables the optical lighting unit10to be used as an access point with associated wireless networks (such as Wi-Fi). In such embodiments, for a user to receive pictures or video remotely while not in the same vicinity as the wireless network, the system may require the user to be connected to a general wireless network (such as Wi-Fi), wireless access point, fixed base operator, or to the gateway module58in order to upload via wireless communication, such as cellular. The controller36may be configured to require particular credentials to connect to the wireless access point62. An aviation integrated optics and lighting unit10A constructed in accordance with another embodiment of the invention is shown inFIG.10. The aviation integrated optics and lighting unit10A may comprise substantially similar components as aviation integrated optics and lighting unit10; thus, the components of aviation integrated optics and lighting unit10A that correspond to similar components in aviation integrated optics and lighting unit10have an ‘A’ appended to their reference numerals. The aviation integrated optics and lighting unit10A includes all the features of aviation integrated optics and lighting unit10except that the camera housing24A is positioned on top of the light housing26A. An aviation integrated optics and lighting unit10B constructed in accordance with another embodiment of the invention is shown inFIG.11. The aviation integrated optics and lighting unit10B may comprise substantially similar components as aviation integrated optics and lighting unit10; thus, the components of aviation integrated optics and lighting unit10B that correspond to similar components in aviation integrated optics and lighting unit10have a ‘B’ appended to their reference numerals. The aviation integrated optics and lighting unit10B includes all the features of aviation integrated optics and lighting unit10except that the camera housing24B and the light housing26B are elongated in an aerodynamic shape. FIG.12depicts a flowchart including a listing of steps of an exemplary method100for installing an aviation integrated optics and lighting unit according to an embodiment of the present invention. The steps may be performed in the order shown inFIG.12, or they may be performed in a different order. Furthermore, some steps may be performed concurrently as opposed to sequentially. In addition, some steps may be optional. The method100is described below, for ease of reference, as being executed by exemplary devices and components introduced with the embodiments illustrated inFIGS.1-13. However, a person having ordinary skill will appreciate that responsibility for all or some of such actions may be distributed differently among such devices or other computing devices without departing from the spirit of the present invention. Referring to step101, an existing lighting unit is removed from an exterior surface of an aircraft. The lighting unit may comprise a beacon light system, a position light system, an anti-collision light system, a landing light system, a logo light, an ice light, or the like. The aircraft may be an airplane, jet plane, helicopter, or the like. The exterior surface may include a light receptacle to which the existing lighting system was secured. The light receptacle may comprise one or more holes for fastening the lighting system to the aircraft and/or for connecting the lighting system to an existing power cable and/or communication system of the aircraft. In some embodiments, the power type associated with the cable may include a 12-volt system, a 24-volt system, or a 14-to-28-volt nominal system. In some embodiments, the nominal voltage range standard used may be 9-32 volts. This step may include disconnecting the existing lighting unit from the cable. Referring to step102, an aviation integrated optics and lighting unit constructed according to an embodiment of the present invention may be provided. The unity may comprise a housing, a light-emitting device, a power port, an optical sensor, and a controller. The housing includes a bottom side, a sidewall with a through hole, and a translucent portion. The light-emitting device is positioned in the translucent portion. The optical sensor is positioned in the housing and at least partially extends into the through hole. The optical sensor is configured to capture optical data. The controller is in communication with the light-emitting device and the optical sensor and is configured to receive a signal representative of an instruction to capture optical data; and receive a signal representative of captured optical data from the optical sensor. Referring to step103, the power port of the aviation integrated optics and lighting unit is connected to the power cable of the aircraft. This step may comprise connecting two wires, splicing wires, installing a harness on the power cable and connecting it to a connector of the power port, or the like. This step may also comprise connecting a communication line, cable, or bus to the controller of the aviation integrated optics and lighting unit. Referring to step104, the bottom side of the housing of the aviation integrated optics and lighting unit is attached to the exterior surface of the aircraft. This make comprise using one or more fasteners extending through the bottom side and holes of the exterior portion of the aircraft to secure the bottom side of the housing to the aircraft. This step may also comprise applying sealants, adhesives, or the like to the aviation integrated optics and lighting unit and/or the aircraft. The method may include additional, less, or alternate steps and/or device(s), including those discussed elsewhere herein. For example, the method may include wirelessly connecting a communication element of the controller of the aviation integrated optics and lighting unit to an external device. ADDITIONAL CONSIDERATIONS In this description, references to “an embodiment”, “an embodiment”, or “embodiments” mean that the feature or features being referred to are included in at least an embodiment of the technology. Separate references to “an embodiment”, “an embodiment”, or “embodiments” in this description do not necessarily refer to the same embodiment and are also not mutually exclusive unless so stated and/or except as will be readily apparent to those skilled in the art from the description. For example, a feature, structure, act, etc. described in an embodiment may also be included in other embodiments, but is not necessarily included. Thus, the current technology can include a variety of combinations and/or integrations of the embodiments described herein. Throughout this specification, plural instances may implement components, operations, or structures described as a single instance. Although individual operations of one or more methods are illustrated and described as separate operations, one or more of the individual operations may be performed concurrently, and nothing requires that the operations be performed in the order illustrated. Structures and functionality presented as separate components in example configurations may be implemented as a combined structure or component. Similarly, structures and functionality presented as a single component may be implemented as separate components. These and other variations, modifications, additions, and improvements fall within the scope of the subject matter herein. Certain embodiments are described herein as including logic or a number of routines, subroutines, applications, or instructions. These may constitute either software (e.g., code embodied on a machine-readable medium or in a transmission signal) or hardware. In hardware, the routines, etc., are tangible units capable of performing certain operations and may be configured or arranged in a certain manner. In example embodiments, one or more computer systems (e.g., a standalone, client or server computer system) or one or more hardware modules of a computer system (e.g., a processor or a group of processors) may be configured by software (e.g., an application or application portion) as computer hardware that operates to perform certain operations as described herein. In various embodiments, computer hardware, such as a processing element, may be implemented as special purpose or as general purpose. For example, the processing element may comprise dedicated circuitry or logic that is permanently configured, such as an application-specific integrated circuit (ASIC), or indefinitely configured, such as an FPGA, to perform certain operations. The processing element may also comprise programmable logic or circuitry (e.g., as encompassed within a general-purpose processor or other programmable processor) that is temporarily configured by software to perform certain operations. It will be appreciated that the decision to implement the processing element as special purpose, in dedicated and permanently configured circuitry, or as general purpose (e.g., configured by software) may be driven by cost and time considerations. Accordingly, the term “processing element” or equivalents should be understood to encompass a tangible entity, be that an entity that is physically constructed, permanently configured (e.g., hardwired), or temporarily configured (e.g., programmed) to operate in a certain manner or to perform certain operations described herein. Considering embodiments in which the processing element is temporarily configured (e.g., programmed), each of the processing elements need not be configured or instantiated at any one instance in time. For example, where the processing element comprises a general-purpose processor configured using software, the general-purpose processor may be configured as respective different processing elements at different times. Software may accordingly configure the processing element to constitute a particular hardware configuration at one instance of time and to constitute a different hardware configuration at a different instance of time. Computer hardware components, such as transceiver elements, memory elements, processing elements, and the like, may provide information to, and receive information from, other computer hardware components. Accordingly, the described computer hardware components may be regarded as being communicatively coupled. Where multiple of such computer hardware components exist contemporaneously, communications may be achieved through signal transmission (e.g., over appropriate circuits and buses) that connect the computer hardware components. In embodiments in which multiple computer hardware components are configured or instantiated at different times, communications between such computer hardware components may be achieved, for example, through the storage and retrieval of information in memory structures to which the multiple computer hardware components have access. For example, one computer hardware component may perform an operation and store the output of that operation in a memory device to which it is communicatively coupled. A further computer hardware component may then, at a later time, access the memory device to retrieve and process the stored output. Computer hardware components may also initiate communications with input or output devices, and may operate on a resource (e.g., a collection of information). The various operations of example methods described herein may be performed, at least partially, by one or more processing elements that are temporarily configured (e.g., by software) or permanently configured to perform the relevant operations. Whether temporarily or permanently configured, such processing elements may constitute processing element-implemented modules that operate to perform one or more operations or functions. The modules referred to herein may, in some example embodiments, comprise processing element-implemented modules. Similarly, the methods or routines described herein may be at least partially processing element-implemented. For example, at least some of the operations of a method may be performed by one or more processing elements or processing element-implemented hardware modules. The performance of certain of the operations may be distributed among the one or more processing elements, not only residing within a single machine, but deployed across a number of machines. In some example embodiments, the processing elements may be located in a single location (e.g., within a home environment, an office environment or as a server farm), while in other embodiments the processing elements may be distributed across a number of locations. Unless specifically stated otherwise, discussions herein using words such as “processing,” “computing,” “calculating,” “determining,” “presenting,” “displaying,” or the like may refer to actions or processes of a machine (e.g., a computer with a processing element and other computer hardware components) that manipulates or transforms data represented as physical (e.g., electronic, magnetic, or optical) quantities within one or more memories (e.g., volatile memory, non-volatile memory, or a combination thereof), registers, or other machine components that receive, store, transmit, or display information. As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present). The patent claims at the end of this patent application are not intended to be construed under 35 U.S.C. § 112(f) unless traditional means-plus-function language is expressly recited, such as “means for” or “step for” language being explicitly recited in the claim(s). Although the invention has been described with reference to the embodiments illustrated in the attached drawing figures, it is noted that equivalents may be employed and substitutions made herein without departing from the scope of the invention as recited in the claims. | 29,381 |
11858656 | DESCRIPTION OF THE INVENTION The system and method of the present invention are particularly suitable for use at an airport terminal where an arrangement of extendible passenger loading bridges is configured so that at each aircraft parking location multiple passenger loading bridges are spaced to extend perpendicularly from a terminal building or like aircraft parking structure to connect with multiple aircraft doors. In preferred embodiments, at least a forward and a rear, or aft, door on the same terminal facing side of the aircraft are connected to passenger boarding bridges. Providing the multiple flexibly movable extendible passenger loading bridges at each aircraft parking location facilitates automatic docking and connection to the aircraft upon arrival, as well as undocking and removal from an aircraft's clearance area when the aircraft is ready to drive forward out of a parking location at departure. It is contemplated that the system and method of the present invention may be implemented with only minor modifications to existing airport structures or facilities without the need to renovate or tear down and rebuild these structures. The present invention is also most effectively implemented when one or more and preferably a plurality, of the aircraft landing, parking, moving on the ground, and taking off from the aforementioned airport terminal are equipped with pilot-controllable landing gear wheel-mounted electric taxi drive systems that move the aircraft during ground travel without reliance on the aircraft's main engines or tow vehicles, as described in more detail below. Electric taxi drive system-equipped aircraft can be driven into an airport ramp to park in any parking orientation, from the traditional nose-in orientation currently used to the orientation parallel to a terminal described herein, without the hazards associated with jet blast or engine ingestion. Electric taxi drive system-equipped aircraft can also maneuver freely into and out of parking locations without external assistance while traveling in only a forward direction. Arriving passengers may depart from an electric taxi drive system-equipped aircraft essentially immediately after the aircraft is guided into a parking location, parked and docked with the multiple passenger loading bridges. When a significant number of aircraft at an airport are equipped with landing gear wheel-mounted electric taxi drive systems and the airport parking system of the present invention is implemented at the airport, ramp operations safety, aircraft traffic flow efficiency, and aircraft turnaround efficiency may be improved. The terms “ramp” and “ramp area” will be used herein to refer to the area at an airport that is intended to accommodate aircraft for the loading and unloading of passengers, mail, cargo, fueling, parking, or maintenance and is synonymous with the term “apron,” which is also used to identify this area at an airport. The terms “airport terminal” and “terminal” include an airport terminal building and like structures, whether or not attached to a terminal building. The term “parking location” may also include a gate and a stand where aircraft may be parked in a parallel or perpendicular orientation to the terminal as described herein. “Electric taxi drive systems” and “electric taxi systems,” whether used in the plural or singular, refer to pilot-controllable drive systems used to drive aircraft independently of and without reliance on operation of aircraft main engines and external tow vehicles and may include landing gear wheel-mounted electric drive motors, gear or roller traction drive systems, clutches, and other components activatable to power landing gear wheels and drive the aircraft during ground travel in response to pilot control. An example of one electric taxi system developed by Applicant to drive an aircraft during ground travel without reliance on operation of the aircraft's main engines or attachment to external tow vehicles is described in commonly owned U.S. Pat. No. 10,308,352, the disclosure of which is fully incorporated herein in its entirety by reference. Other drive systems using drive motors that are not electric, including, for example, hydraulic or pneumatic drive motors, may also drive aircraft in connection with the automatic aircraft parking system and method of the present invention and are contemplated to be included within the terms “electric taxi drive systems.” An electric taxi drive system may be mounted completed within a volume defined by walls of a landing gear wheel in one or more nose or main landing gear wheels. In a preferred embodiment, electric taxi drive systems are mounted completely within defined volumes in both nose landing gear wheels and are controlled by a pilot or flight crew from the aircraft cockpit with controls designed to operate the electric taxi drive system, power the nose landing gear wheels, and drive the aircraft during ground travel without reliance on the aircraft's main engines and external assistance from tow vehicles. The system and method of the present invention may be employed with aircraft equipped with the foregoing electric taxi drive systems to safely and efficiently move these aircraft into and out of airport parking locations where the aircraft may be parked in an orientation with the longest axis of the aircraft fuselage parallel to the airport terminal at an airport where aircraft parking locations are equipped with multiple extendible passenger loading bridges and docking systems that may dock the aircraft automatically at a parking location so that the multiple extendible passenger loading bridges connect to multiple doors on the terminal facing side of the aircraft. The multiple connections, which preferably include at least one forward aircraft door and at least one rear aircraft door and may include additional forward and rear doors in some types of aircraft, provide increased passenger transfer into and out of the aircraft, whether by simultaneous boarding and deboarding through different forward and rear doors or by passenger egress and then passenger ingress through all forward and rear doors connected to loading bridges. The term “multiple” as used herein to describe numbers of passenger loading bridges and corresponding aircraft forward and rear doors where the passenger loading bridges may dock includes the two passenger loading bridges and the one forward and one rear door on the terminal facing side of the electric taxi drive system-driven aircraft shown and discussed in connection with the drawings. The term “multiple” may also include more than two passenger loading bridges and more than two aircraft doors, as discussed herein, and this term is not intended to be limiting. Referring to the drawings, which are not drawn to scale,FIG.1is a diagrammatic representation of a use of the system and method of the present invention at an airport terminal with a plurality of aircraft parking locations, each with two passenger loading bridges to provide connections between at least a forward and an aft, or rear, door through the two passenger loading bridges of aircraft docked at the parking locations parallel to the airport terminal. As noted, it is contemplated that additional passenger loading bridges may also be provided at each terminal parking location to provide connections between additional forward and rear doors to accommodate aircraft using more than two doors for passenger transfer.FIG.1shows an airport terminal10with three aircraft12,14, and16, all of which are equipped to be driven during ground travel with landing gear wheel-mounted electric taxi drive systems, parked in three parking locations18,20, and22at the terminal10with the longitudinal nose to tail axis of the aircraft fuselage oriented parallel to the terminal10. This is also referred to herein as the “longest axis” of the aircraft. Each of the parking locations18,20, and22provides two passenger loading bridges (24a,24b) that are preferably the kind of passenger loading bridges that are extendible toward the aircraft and retractable toward the terminal. Passenger transfer efficiency may be improved when at least one forward door and at least one rear door on a terminal-facing side of the aircraft are used for passenger egress and ingress. When aircraft are parked in the parallel orientation shown inFIG.1and two extendible passenger loading bridges24a,24bare provided for each parking location and may be automatically or manually connected to aircraft doors. The passenger loading bridge24amay be connected to a forward aircraft door26a, and the passenger loading bridge24bmay be connected to a rear aircraft door26b. As noted, the number of extendible passenger loading bridges may depend on the type of aircraft that is parked at the parking location. Many aircraft have a single forward door and a single rear or aft door on each side of the aircraft; other aircraft have multiple forward doors and multiple rear doors. When more than two passenger loading bridges are provided at parking locations, aircraft with more than two forward and rear doors may use these parking locations. The passenger loading bridges24a,24bmay be designed to automatically extend toward the aircraft doors and connect with the aircraft doors and then automatically retract away from the aircraft and pivot toward the terminal to minimize the space occupied by the loading bridges when not in use. It will be noted fromFIG.1that when the passenger loading bridges are extended to connect with the aircraft forward and rear doors of the aircraft12,14, and16docked at each respective parking location18,20, and22, the loading bridges are aligned parallel to each other and perpendicular to both the terminal10and each aircraft. If an airport does not have at least two extendible passenger loading bridges at a single aircraft parking location that may be connected to both a forward and a rear door on an aircraft docking at the parking location, it is contemplated that additional passenger loading bridges may be added to the airport terminal without the significant cost and related issues that accompany most airport infrastructure modifications. Only three aircraft are shown docked at the portion of terminal10shown. The number of aircraft that can be parked parallel to a terminal as shown will depend on factors such as the size of the terminal, the numbers of multiple passenger loading bridge arrangements that the terminal can accommodate, and the size of the aircraft to be docked. FIG.2is a schematic illustration of the integrated the on-aircraft monitoring and electric taxi drive system, the airport terminal docking system, and the processing system of the present invention designed to support guidance of arriving electric taxi drive system-driven aircraft to a terminal parking location, automatic aircraft docking and parking parallel to the terminal, automatic aircraft undocking, and guidance of departing aircraft out of the parking location, without reliance on airport ground personnel. Guidance without reliance on airport ground personnel is controlled by an on-aircraft monitoring system with a range of different monitoring and sensing devices that assist a pilot driving an aircraft equipped with landing gear wheel-mounted electric taxi drive systems to maneuver the aircraft with the electric taxi drive systems during ground travel, particularly in an airport ramp area, with minimal or no human intervention or control. For example, aircraft30inFIG.2, which is equipped with electric taxi drive systems32mounted completely within defined volumes in each wheel of the nose landing gear34, may have one or more cameras36mounted aerodynamically in locations on the exterior of aircraft30that may include near the nose landing gear wheels34, near the main landing gear38, on aircraft wings39, near the aircraft tail40, and in other locations selected to provide information that may affect aircraft ground travel. Sensors, including proximity and other sensors (not shown), may be mounted in locations with cameras and in locations without cameras. At least one scanning LiDAR device42may be mounted in a location on the aircraft's fuselage that provides a panoramic 360-degree view of the aircraft exterior ground environment. The locations shown and numbers of the cameras, sensors, and scanning LiDAR device are illustrative, and other on-aircraft locations that may be used to guide the electric taxi drive system-driven aircraft within an airport ramp area to automatically dock and undock from a parallel parking orientation as described herein are also contemplated to be within the scope of the present invention. Separate electric taxi drive system sensors (not shown), as described in U.S. Pat. No. 10,308,352 incorporated herein by reference above, may also be included to monitor selected electric taxi drive system parameters as the aircraft is driven into and out of the parallel parking locations with the electric taxi drive system without reliance on airport ground personnel. Controls44for the electric taxi drive systems32and indicators and displays46for the cameras, scanning LiDAR device, and other monitoring and sensing devices may be added to the cockpit48, where they are accessible to the aircraft pilot and flight crew. An on-aircraft processor50, which may be programmed to receive real time information from the various monitoring and sensing devices, the electric taxi drive systems32, and the electric taxi drive system sensors, integrates this information and communicates it to the cockpit. The processor50is schematically shown to be separate from the aircraft30inFIG.2, but will preferably be positioned in a convenient location on the aircraft. The electric taxi drive systems32may be programmed to operate automatically and may be operated manually to drive the aircraft in response to the integrated information communicated to the cockpit from the monitoring and sensing devices. Software with intelligent algorithms operative to integrate operation of the electric taxi drive systems, the on-aircraft processor, and the docking system may be provided to program the processor50for automatic real time operation of the on-aircraft monitoring system. The intelligent algorithms may also be operative to guide ground travel of the electric taxi drive system-driven aircraft in response to real time information from the on-aircraft monitoring system and to control docking of an identified aircraft at an assigned parking location in response to real time information from at least a parking location receiving device, loading bridge receiving and transmitting devices, and aircraft door receiving and transmitting devices. Artificial intelligence may additionally be incorporated into the guidance of the aircraft monitored by the on-aircraft monitoring system and driven with the electric taxi drive systems, as well as guidance for the automatic docking and undocking of the aircraft at a parking location. The on-aircraft processor50is configured to communicate in real time with electric taxi drive systems32, with the on-aircraft monitoring system, and the cockpit controls44and indicators46as the electric taxi drive system-driven aircraft is guided to a parking location without reliance on airport ground personnel. The on-aircraft processor50also communicates in real time with a terminal docking and parking system processor66, as shown by the dashed lines inFIG.2. FIG.2additionally illustrates elements of the airport docking system that may be integrated with the operation of the aircraft electric taxi drive system and on-aircraft monitoring system as the aircraft30is guided to automatically dock and park in an orientation parallel to the terminal52at the parking location shown and to connect with the passenger loading bridges54and56in the perpendicular and parallel loading bridge orientation shown inFIG.1. An airport docking system preferred for use in the present invention may include at least one receiver, represented at58, to receive real time information from the aircraft30at each parking location. This information may relate to the aircraft's identity and position relative to the terminal and may also include other information important for docking the aircraft and connecting specific aircraft forward and rear doors to the passenger loading bridges54and56. A transmitter60may be positioned on an aircraft docking end of each loading bridge (54,56) to assist in docking each loading bridge to a specific forward or rear aircraft door on the aircraft30. Each passenger loading bridge (54,56) may also be equipped with additional sensors and receivers62that communicate with and receive information from corresponding sensors, transmitters, and receivers64positioned at aircraft front and rear doors, preferably at each front and rear door to be connected to a passenger loading bridge. Since aircraft may approach a terminal from a starboard or a port side, sensors, transmitters, and receivers64may be positioned at front and rear doors on both sides of the aircraft. The sensors, transmitters, and receivers64shown inFIG.2are not on a terminal facing side of aircraft30and are not needed for docking and connection of the aircraft30to the loading bridges54and56at the terminal52. There are corresponding sensors, transmitters, and receivers64(not shown) positioned at corresponding forward and rear doors on the opposite side of the aircraft30, which are needed to park the aircraft. The aircraft30has two doors forward of the wings39and two doors rear of the wings39on each side of the aircraft; as noted, only one side of the aircraft is visible inFIG.2. The opposite side of the aircraft30has a corresponding arrangement of forward and rear doors. Sensors, transmitters, and receivers64are shown at both forward doors63aand63band both rear doors65aand65b. This permits the use of passenger loading bridges with varied spacing and may provide more flexibility in docking the aircraft. Other aircraft may have different numbers and spacing arrangements of forward and rear doors on each side of the aircraft. The spacing of the loading bridges at the airport terminal may determine which forward door and which rear door will connect to a loading bridge when the aircraft is docked in the parking location. It is contemplated that the multiple passenger loading bridges at a parking location referred to above may be more than two passenger loading bridges, and the aircraft to be docked may have only two doors to be connected to loading bridges. Integrating the real time information from the loading bridge transmitters60and receivers62and the aircraft front door and rear door transmitters, sensors, and receivers64with the docking system may ensure that only two loading bridges with the correct spacing are automatically extended to be connected to the aircraft's two forward and rear doors. A processor66and software, which preferably includes intelligent algorithms, are provided to process received and transmitted information from the receivers58and60and the transmitters62and also to process and integrate information transmitted from the on-aircraft processor50in real time. Information required to guide the aircraft30into its parking location to automatically dock with the terminal and connect to the passenger loading bridges may additionally be transmitted from the docking system processor60to the on-aircraft processor50. An automatic controller68for automatically extending and retracting the passenger loading bridges may be provided for each loading bridge54,56. The automatic controller68will preferably be in communication with the processor66to control automatic extension and retraction of the passenger loading bridges as the aircraft30is being docked and undocked from loading bridges54,56and the terminal52. The aircraft are, optimally, automatically guided by the on-aircraft monitoring systems to be driven in only a forward direction into and out of parking locations with the electric taxi drive systems without reliance on airport ground personnel and then automatically docked and undocked with the airport docking system. It is contemplated that these operations may also be conducted manually in some situations, as well as by using a combination of automatic and manual operations. FIG.3, not drawn to scale, illustrates one embodiment of a method using the system of the present invention at the airport ramp terminal parking area represented inFIG.2, whereby a single identified electric taxi drive system-driven aircraft30may be guided with the on-aircraft monitoring system to drive in a forward direction, automatically dock at a designated airport terminal parking location with extendible passenger loading bridges, park parallel to the airport terminal52, and connect the extendible passenger loading bridges (54,56) with the electric taxi drive system-driven aircraft. The electric taxi drive system-driven aircraft is then automatically undocked and automatically guided to move in a forward direction out of the parking location. InFIG.3, the arriving aircraft30is driven forward through the ramp area with the electric taxi drive systems32and guided with the on-aircraft monitoring system to approach the terminal52in a nose-in orientation perpendicular to the terminal, and then to rotate or turn 90°. The aircraft30is driven forward with the electric taxi drive systems to an assigned parking location70, where the aircraft30will park with the longest axis of the aircraft fuselage parallel to the terminal. This portion of the terminal52has four parking locations, each with two passenger loading bridges54,56where an aircraft may dock and connect to the two loading bridges. The parking locations are shown unoccupied for clarity. The aircraft docking and parking maneuvers described will be similar when other aircraft are parked in locations adjacent to the parking location assigned to aircraft30. These maneuvers will be executed within the space provided by a single parking location. The loading bridges54,56are shown in a retracted position close to the terminal52and away from the parking locations to facilitate parking of aircraft parallel to the terminal. When the aircraft30, guided by the on-aircraft monitoring system while driven with the electric taxi drive systems in a forward direction, has reached a turning location near the terminal52, the pilot controls the electric taxi drive system, turns the aircraft 90° as shown and described, and continues to drive the aircraft30in a forward direction with the electric taxi drive systems to its assigned terminal parking location70while being guided by the on-aircraft monitoring system. The identity of the aircraft30and the assigned parking location70are confirmed by the airport docking system through information communicated to the processor66from the receiver58, and the aircraft may be docked at the parking location70. Information transmitted and received by the loading bridge transmitters60and receivers62and by the transmitters and receivers64at the aircraft front and rear doors communicated to the processor66may activate the automatic controller68for the passenger loading bridges54and56at aircraft30's assigned parking location70to automatically extend the loading bridges and connect with a front door63aor63band a rear door65aor65b. Alternatively, once the aircraft is docked at the parking location70, the passenger loading bridges54and56may be extended manually, if required, or a combination of automatic and manual operation may be employed to extend the loading bridges and connect them to the aircraft front and rear doors. When the aircraft30is ready for departure, the loading bridges54and56are automatically or manually disconnected from the aircraft front and rear doors and retracted toward the terminal52and away from the aircraft, and the aircraft undocks from the parking location. The pilot activates and controls the electric taxi drive systems32, activates the on-aircraft monitoring system, and drives the aircraft forward to turn the aircraft 90° so the nose is directed away from the terminal and the aircraft longest axis is perpendicular to the terminal. The departing aircraft30is then driven in a forward direction with the electric taxi drive systems and guided through the ramp area and away from the terminal with the on-aircraft monitoring system without reliance on airport ground personnel. As noted, the aircraft30is driven with the electric taxi drive systems in only a forward direction as the aircraft is guided through the ramp area, maneuvered to dock and park at the terminal, and then maneuvered to undock and leave the parking location. This enables the aircraft pilot to continuously keep the aircraft's travel path in view while the aircraft is turning and moving into or out of a terminal parking location. The monitoring and sensor devices in the on-aircraft system described in connection withFIG.2expand the pilot's view of the ramp travel area and enhance situational awareness as the pilot maneuvers the aircraft in the forward direction through the ramp and into and out of the parking location70. The pilot is also guided by information from the monitoring and sensing devices and should not need to rely on intervention or control by airport ground personnel as the aircraft is driven with the electric taxi drive systems. As the aircraft30approaches the terminal52, input from the monitoring and sensor devices in the on-aircraft system may alert the pilot when the aircraft should be turned, and the aircraft may be turned manually, or the electric taxi drive system and aircraft steering system may be programmed to turn the aircraft 90° automatically at a programmed distance from the terminal. Additional receivers58may be programmed to begin identification of the aircraft30as the aircraft30passes these receivers while the electric taxi drive systems drive it forward to the assigned parking location70, and the receiver58at the assigned parking location70may confirm the identity of the aircraft when it arrives. The receivers60and transmitters62on the passenger loading bridges54and56may also communicate with the receivers and transmitters64at the aircraft front and rear doors (FIG.2) to confirm identity of the aircraft and dock the aircraft parallel to the terminal52at the parking location. The loading bridges54,56are automatically extended in response to the automatic controller68to connect with corresponding front and rear aircraft doors, and passenger and cargo transfer may commence. As noted, when the aircraft is parked parallel to the terminal, the loading bridges54and56may be oriented substantially perpendicularly between the aircraft and the terminal and substantially parallel to each other. Following clearance of the aircraft for departure, the docking system may operate to automatically disconnect the loading bridges54and56from the aircraft front and rear doors, retract the loading bridges toward the terminal52, and undock the aircraft30. The pilot then activates the electric taxi drive systems32and the on-aircraft monitoring system, if this is required, turns the aircraft 90°, and drives the aircraft30in a forward direction away from the parking location70and through the ramp area. The on-aircraft processor50guides the aircraft's electric taxi drive system-driven ground travel away from the parking location with input from the monitoring and sensor devices in the on-aircraft monitoring system. This enables the pilot to drive the aircraft with the electric taxi drive systems and to control ground travel away from the parking location and through the ramp area without reliance on airport ground personnel. As previously noted, aircraft parking locations at airport terminals are currently configured to support aircraft parked in a nose-in orientation substantially perpendicular to an airport terminal and have a single passenger loading bridge that is typically connected to an aircraft forward door.FIGS.4A-4Hillustrate another embodiment of the system and method of the present invention at an airport with different configurations and numbers of passenger loading bridges at parking locations than at the airports shown inFIGS.1,2, and3. This includes passenger loading bridges positioned to connect with aircraft parked in an orientation perpendicular to the terminal. In this embodiment, an electric taxi drive system-driven aircraft is automatically guided through the ramp area and docked and parked parallel to the terminal in a parking location85with two extendible passenger loading bridges between terminal parking locations that have single passenger loading bridges to connect with aircraft parked nose-in and perpendicular to the terminal. Aircraft80and84are parked at passenger loading bridges86and92, respectively, in a nose-in orientation with the longest axis perpendicular to an airport terminal86. It is contemplated that the terminal86will have a receiver58(not shown) at parking location85and the capability to identify the aircraft82as that assigned to parking location85. Extendible passenger loading bridges88and90are shown at parking location85retracted adjacent to the terminal86. Operation of the passenger loading bridges88and90to extend, connect with the aircraft82, and then retract or to move in other ways may be fully automated in response to activation of an automatic controller68as described above and may have manual overrides. InFIGS.4A and4B, aircraft82has been identified as assigned to parking location85and is being guided by the on-aircraft monitoring system and the automatic parking and docking system along the path shown by arrow1with its nose end directed toward the terminal building86. As aircraft82approaches the terminal building86, the pilot may begin to turn the aircraft, or the aircraft may be turned automatically, in the direction of arrow2. As shown inFIG.4C, the aircraft82has turned along the path of arrow2so that the aircraft nose has turned 90° away from the terminal86and the longest axis of the aircraft82is positioned parallel to the terminal. The passenger loading bridges88and90may be automatically extended, such as along the paths indicated by respective arrows3,4, and5inFIGS.4C,4D, and4E. This type of extendible passenger loading bridge may differ from that shown inFIGS.1,2, and3and may be more useful for the airport parking arrangement shown inFIG.4. As discussed above, the two passenger loading bridges88and90should be located at the terminal building86and spaced to permit a passenger loading bridge to be connected to a front door and to a rear door of the aircraft82assigned to the parking location85when the loading bridges are fully extended, as shown inFIG.4F. A receiver58is located on or near the terminal at the parking location85, and each passenger loading bridge88and90has receivers60and transmitters62, and all of the receivers and transmitters are in communication with the processor66, as shown and described above in connection withFIG.2. The aircraft82, which is driven by electric taxi drive systems, is also configured with the on-aircraft monitoring and sensor devices and cockpit controls and processor described above in connection withFIGS.2and3and the sensors, receivers, and transmitter64associated with each aircraft front and rear door on both sides of the aircraft. When all passengers and crew have boarded aircraft82and it is ready for departure, the passenger loading bridges88and90may be automatically or manually moved away from the aircraft, such as along the paths indicated by arrows6inFIG.4F. The passenger loading bridges88and90may assume the positions shown inFIGS.4G and4Hso that they are as close to the terminal86as possible or are otherwise moved out of the space required for aircraft82to turn from its position parallel to the terminal86along the path indicated by arrow7inFIG.4G. As indicated, the drawings are not to scale, and it is contemplated that the terminal parking locations, such as parking location85, that have two passenger loading bridges adjacent to parking locations with a single passenger loading bridge to accommodate aircraft parked nose-in to the terminal, will have sufficient clearance for the described turning maneuvers.FIG.4Hillustrates aircraft82after it has been turned 90° from its parallel orientation with the electric taxi drive systems so that the aircraft's nose end is pointing away from the terminal building86and is ready to continue being driven in a forward direction and guided without reliance on airport ground personnel through the ramp area as described above. While the present invention has been described with respect to preferred embodiments, this is not intended to be limiting, and other arrangements and structures that perform the required functions are contemplated to be within the scope of the present invention. INDUSTRIAL APPLICABILITY The aircraft parking system and method of the present invention will have its primary applicability at airport terminals where multiple passenger loading bridges currently exist at parking locations or may be installed at terminal parking locations to provide connections to at least one aircraft forward door and one aircraft rear door and electric taxi drive system-driven aircraft may be guided to automatically dock and undock at the airport terminal parking locations where the electric taxi drive system-driven aircraft are parked in orientations with the aircraft fuselage longest axis parallel to the terminal, and passenger loading bridges may be automatically connected to and disconnected from the aircraft forward and rear doors. | 33,812 |
11858657 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS For the purposes of promoting an understanding of the principles of the claimed technology and presenting its currently understood best mode of operation, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, with such alterations and further modifications in the illustrated device and such further applications of the principles of the claimed technology as illustrated therein being contemplated as would normally occur to one skilled in the art to which the claimed technology relates. Vitreous materials, such as soda-lime-silica glasses and metallurgical byproduct slags, are typically foamed through a gasification processes to yield a typically predominately vitreous, typically silaceous resultant cellular product. Typically, a foaming precursor is predominately vitreous or non-crystalline prior to the foaming process, since a glassy precursor slag material typically has a viscosity at temperature that is convenient to the foaming process. More typically, the vitreous starting material will have a traditional soda-lime-silica glass composition, but other compositions, such as aluminosilicate glasses, borosilicate glasses, vitreous peralkaline slag or other vitreous slag compositions may be foamed as well. For example, a peraluminous slag with significant alkali and alkaline earth oxides may also be utilized. After the vitreous precursor is foamed, the foamed glass is physically combined with cement to form a composite material suitable for building or structural applications or the like. In the case of slagaceous precursor materials10, the slag is typically predominately vitreous in character, and more typically has a maximum 40% by volume crystalline material. The slag10is typically initially crushed20and sized30to approximately 10 microns median particle size, more typically at least 90 percent of all particles are less than 75 microns. If the crushed and/or powdered slag35is dry, water is added to the powdered slag to about 0.1 to about 0.5% (by mass). Alternately, if no water is added, limestone or other solid foaming agent may be added (typically about 4 percent or less by mass, more typically about 2 percent or less by mass). The mixture40is then formed45,50into pellets60(between 0.05 and 1 cubic centimeter), preheated65(to no more than within 25° C. of the dilatometric softening point) and then passed through a high temperature zone70, such as one generated by a rotary kiln or a flame (contained in a ceramic or refractory metal tube). The residence time in the zone is short, typically about 0.5 to about 10 seconds, and the temperature is high (adiabatic flame temperature in excess of 1300° C.). In the case of a flame, the thermal energy provided to the material by the direct flame enables a change of state reaction in the foaming agent and the resulting gas will force the now viscous matter to foam. The foamed pellets75or foamed media are air quenched below the dilatometric softening point of the material, and then allowed to dry by slow cooling. The foamed media75typically have a relative volume expansion in excess of three fold, and more typically the volume expansion is as high as 10 fold or greater. This process results in individual, low-density (specific gravity less than 0.3) foamed media75with a median pore size in the range of 0.1 to 2 mm. Composite materials80may be prepared by mixing the foamed slag75with Portland cement95; at least two types of composite materials may be made according to this technique. A first composite material80may be prepared by mixing85,90a thin mixture of cement95with foamed media75, wherein the foamed media75comprises at least 85 volume percent of the total cement/other aggregate. The foamed media75are typically incorporated into the cement95(and aggregates, if needed) after the water100has been added. The resulting mixture105acts as a very viscous material and is pressure or gravity formed into a slab (or other coherent shape) or direct cast into a prefabricated form115. The shape or form is then allowed to set. The resulting composite material sets up to be a rigid, relatively lightweight (specific gravity <0.75) material with surface properties typical of Portland cements. Chemicals and finishing systems125compatible with Portland cement can be used in conjunction with this material. A second composite material80is formed as a mixture105of cement95with typically less than 50 volume percent foamed slag media75. The media is typically dry mixed with cement prior to water additions100. The mixture105is then prepared as common cement. Additional aggregates may be incorporated as per common practice. This second composite material has a very high strength; the composite compressive strength is typically at least 25% higher per unit mass than is that of the identical cement prepared without the foamed slag addition. It can be used in any application compatible with Portland cement. A third composite material80is formed as aqueous slurry mixture105comprised of gypsum with typically less than 50 percent by volume foamed glass or slag. The media75are typically added to the gypsum after the material is slurried90. Additional binders, fillers and setting agents may be added per common practice. The resulting material has a very low density and high acoustic absorption. There are no chemical compatibility limitations on the extent of foamed glass additions. Any limitations typically arise from strength considerations and other physical properties. In one embodiment, the composite80is formed as a roadbed123, typically by pouring the mixture105into a roadbed cutout or preform115and allowed to cure into a composite roadbed80. The composite80may be formed over a layer of foamed glass bodies75, or directly onto the ground below the roadbed123. The roadbed is typically finished125to have a smooth cement top layer or finishing layer125. Alternately, a sufficiently thin mixture of cement95may be poured over a layer of foamed glass bodies75so as to infiltrate the bodies75to yield a layer of composite material80. While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character. It is understood that the embodiments have been shown and described in the foregoing specification in satisfaction of the best mode and enablement requirements. It is understood that one of ordinary skill in the art could readily make a nigh-infinite number of insubstantial changes and modifications to the above-described embodiments and that it would be impractical to attempt to describe all such embodiment variations in the present specification. Accordingly, it is understood that all changes and modifications that come within the spirit of the invention are desired to be protected. | 7,072 |
11858658 | DETAILED DESCRIPTION Within examples, an apparatus for restraining an aircraft during engine acceleration includes a collet shaft that is configured to attach to the aircraft, a rod that is configured to attach to a runway, and a release mechanism that is configured to restrain the collet shaft to the release mechanism and configured to release the collet shaft in response to the release mechanism receiving an electric current. Because the apparatus is actuated electrically, it can be controlled by a human via a remote control or a switch, for example. As such, the human can choose to have the apparatus release the aircraft when the engine of the aircraft has reached a speed or thrust which is desirable for a given combination of aircraft type, runway, or weather conditions, for example. That is, the engine speed or thrust at which the aircraft is released to accelerate along the runway can be varied based on the situation. Additionally, the apparatus is configured to hold back the aircraft by its nose landing gear only. Thus, the apparatus can be used to restrain any aircraft platform while accelerating its engines. Disclosed examples will now be described more fully hereinafter with reference to the accompanying Drawings, in which some, but not all of the disclosed examples are shown. Indeed, several different examples may be described and should not be construed as limited to the examples set forth herein. Rather, these examples are described so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those skilled in the art. FIGS.1-11are diagrams of structures and functionality related to an apparatus100. FIG.1is a perspective view of an aircraft10on a runway12. InFIG.1, the aircraft10is shown as a military (e.g., naval) aircraft, but the aircraft could also take the form of a commercial airliner, for example. The runway12can be an elongated paved surface on the surface of the Earth or a portion of a flight deck on an aircraft carrier, for example. Generally, the runway12can include any surface from which the aircraft10can takeoff after accelerating along the runway12. The aircraft10includes at least one engine11, such as an afterburning turbo fan. The apparatus100is restraining the aircraft10to the runway12via a clevis14mounted into a recess within the runway12. FIG.2is a block diagram of the apparatus100for restraining the aircraft10during engine acceleration. The apparatus100includes a collet shaft102that is configured to attach to the aircraft10, a rod104that is configured to attach to the runway12, and a release mechanism106that is configured to restrain the collet shaft102to the release mechanism106and configured to release the collet shaft102in response to the release mechanism106receiving an electric current. The apparatus100also includes a wireless communication interface150. The wireless communication interface150includes hardware that enables the apparatus100to communicate with devices such as a remote control, a switch, and/or a power supply120of the apparatus100. The hardware can include transmitters, receivers, and/or antennas. For example, the wireless communication interface150is configured to facilitate wireless data communication according to one or more wireless communication standards, such as one or more Institute of Electrical and Electronics Engineers (IEEE™) 801.11 standards, ZigBee™ standards, Bluetooth™ standards, etc. The release mechanism106is configured to release the collet shaft102in response to the apparatus100receiving a command via the wireless communication interface150. For example, a remote control can send a wireless signal that is received by the wireless communication interface150. In response, the wireless communication interface150causes the power supply120to provide the electric current to the release mechanism106, causing the release mechanism106to release the collet shaft102. The apparatus100also includes a wired communication interface152that enables the apparatus100to communicate with one or more devices such as a remote control, a switch, and/or the power supply120. The release mechanism106is also configured to release the collet shaft102in response to receiving a command via the wired communication interface152. For example, a wired remote control can send a signal that is received by the wired communication interface152. In response, the wired communication interface152causes the power supply120to provide the electric current to the release mechanism106, causing the release mechanism106to release the collet shaft102. The power supply120is configured to cause the release mechanism106to release the collet shaft102in response to enabling the power supply120. For example, closing a switch can cause the power supply120to provide electric current to the release mechanism106, destroying and/or thermally deforming a portion of the release mechanism106and causing the release mechanism106to release the collet shaft102. This is shown in more detail in subsequent figures. FIG.3is a perspective view of the apparatus100, the aircraft10, and the runway12. The clevis14or another type of attachment component is mounted into a recess within the runway12. InFIG.3, the apparatus100is restraining the aircraft10at a nose landing gear16of the aircraft10, via an attachment component118. Thus, the engine(s)11of the aircraft10might be accelerating while the aircraft10is stationary, to ready the aircraft10for takeoff. The clevis14is configured to attach to a clevis pin112of the apparatus100, which is described in more detail below. Additionally, the collet shaft102is attached to the aircraft10via attaching the collet shaft102to the nose landing gear16, via the attachment component118. FIG.4is a side view of the apparatus100, the aircraft10, and the runway12. Again, the apparatus100is restraining the aircraft10at the nose landing gear16of the aircraft10. FIG.5is a side view of the apparatus100and the runway12. Here, the apparatus100has released the aircraft10and the aircraft10has performed takeoff. The apparatus100remains attached to the runway12via the attachment of the clevis pin112to the clevis14. FIG.6is a schematic perspective view of the apparatus100. As shown, the collet shaft102extends from a housing110of the apparatus100. The collet shaft102is generally a machined metal component that is shown in more detail in subsequent figures. The rod104is also generally formed of metal and is attached to the housing110. The rod104includes the clevis pin112that is configured to attach to the clevis14that is mounted to the runway12. That is, the clevis pin112has protrusions113on opposite sides of the clevis pin112that extend away from a longitudinal axis of the rod104. The rod104can attach to the runway12in other ways as well. The release mechanism106is not shown inFIG.6because it is contained within the housing110along with a portion of the collet shaft102. The housing110takes the form of a hollow metal can.FIG.6also shows a portion of the wired communication interface152, and also the power supply120and the wireless communication interface150within the housing110, as an example. FIG.7is also a schematic perspective view of the apparatus100. However,FIG.7also shows the attachment component118of the aircraft10clasping the collet shaft102. The attachment component118is configured for attachment to the nose landing gear16of the aircraft10. FIG.8is a schematic cross section of the collet shaft102. The collet shaft102includes a main body124and a release pin127attached (e.g., fastened, welded, etc.) to the main body124. A first end126of the main body124is configured to attach to the aircraft10and a second end129of the main body124is attached to the release pin127. In some examples, the release pin127and the main body124are a single integrated component. The collet shaft102(e.g., the main body124) includes keyed receiving surfaces114that are described in more detail below. FIG.9is a schematic cross section of the apparatus100. The attachment component118of the aircraft10clasps the first end126of the collet shaft102(i.e., the main body124). More specifically, keyed hooks116of the attachment component118are inserted into the housing110such that the housing110holds the keyed hooks116against the keyed receiving surfaces114of the collet shaft102(i.e., the main body124). The keyed receiving surfaces114of the collet shaft102engage with the keyed hooks116of the attachment component118. When the release mechanism106releases the collet shaft102, the collet shaft102moves leftward away from the rod104such that the attachment component118exits the housing110and disconnects from the collet shaft102. That is, when the release mechanism106releases the collet shaft102, the collet shaft102is free to move leftward a distance119away from the rod104, being pulled by the aircraft10. More specifically, the release mechanism106releases the release pin127to free the collet shaft102from the rod104. In some examples, a portion of the housing110is configured to retract toward the rod104upon release of the collet shaft102from the release mechanism106, to assist with releasing the collet shaft102. FIG.10is a schematic cross section of the release pin127of the collet shaft102and the release mechanism106. As shown, the release mechanism106includes a clamshell122configured to restrain the release pin127of the collet shaft102. The clamshell122is metal or another material machined to have an inner surface that conforms to an outer surface of the release pin127of the collet shaft102. A coil of wire125surrounds (e.g., is wrapped around) the clamshell122and compresses the clamshell122against the release pin127which is attached to the main body124, thereby holding the main body124of the collet shaft102in place to hold the aircraft10to the runway12. A fuse wire131is mechanically coupled (e.g., welded or soldered) to the coil of wire125and is included as part of the release mechanism106. An electrical terminal137electrically couples the fuse wire131to external wiring. Additionally, the fuse wire131mechanically anchors the coil of wire125to an electrically insulating portion of the electrical terminal137of the release mechanism106such that the coil of wire125cannot unfurl. The electrical terminal137is located within a base139of the release mechanism106. The collet shaft102(i.e., the release pin127) is released in response to the fuse wire131receiving a current that is powerful enough to melt or otherwise deform the fuse wire131such that the coil of wire125is no longer anchored to the electrical terminal137and no longer compresses the clamshell122against the release pin127of the collet shaft102. As described above, the power supply120can provide the current (e.g., by enabling the power supply120) in response to the wireless communication interface150or the wired communication interface152receiving a command to release the aircraft10. FIG.11is a schematic cross section of the release pin127of the collet shaft102and the release mechanism106. InFIG.11, current has passed through the fuse wire131, melting or otherwise deforming the fuse wire131such that the coil of wire125is no longer anchored to the electrical terminal137and no longer compresses the clamshell122against the release pin127of the collet shaft102. As such, the release mechanism106(e.g., the clamshell122) has released the collet shaft102and the aircraft10has pulled the release pin127and the collet shaft102via the first end126within the housing110away from the clamshell122and the rod104such that the attachment component118of the aircraft10can disengage the collet shaft102. FIG.12andFIG.13are block diagrams of a method200for restraining an aircraft during engine acceleration and a method300for restraining an aircraft during engine acceleration. As shown inFIG.12andFIG.13, the method200and the method300include one or more operations, functions, or actions as illustrated by blocks202,204,206,302, and304. Although the blocks are illustrated in a sequential order, these blocks may also be performed in parallel, and/or in a different order than those described herein. Also, the various blocks may be combined into fewer blocks, divided into additional blocks, and/or removed based upon the desired implementation. At block202, the method200includes attaching the collet shaft102of the apparatus100to the aircraft10, as described above with reference toFIGS.1-4andFIGS.7-11. Generally, a person will manually attach the collet shaft102to the aircraft10, via the attachment component118. At block204, the method200includes attaching the rod104of the apparatus100to the runway12, as described above with reference toFIGS.1-4. Generally, a person will manually attach the rod104to the runway12, via the clevis14and the clevis pin112. At block206, the method200includes causing the electric current to flow through the release mechanism106of the apparatus100, thereby causing the release mechanism106to release the collet shaft102, as described above with reference toFIGS.9-11. Generally, a person will actuate a remote control or a switch and the apparatus100receives this command via the wireless communication interface150or the wired communication interface152, and the apparatus100responsively enables the power supply120to provide the electric current to the release mechanism106. At block302, the method300includes accelerating the engine11of the aircraft10while the aircraft10is restrained to the runway12by the apparatus100, as described above with reference toFIG.1andFIG.3. Typically, a pilot of the aircraft10will use cockpit controls to accelerate the engine11. At block304, the method300includes electrically actuating the apparatus, thereby causing the apparatus to release the aircraft from the runway, as described above with reference toFIG.5andFIGS.9-11. Generally, a person (e.g., the pilot or another person) will actuate a remote control or a switch and the apparatus100receives this command via the wireless communication interface150or the wired communication interface152, and the apparatus100responsively enables the power supply120to provide the electric current to the release mechanism106. The description of the different advantageous arrangements has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different advantageous examples may describe different advantages as compared to other advantageous examples. The example or examples selected are chosen and described in order to explain the principles of the examples, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various examples with various modifications as are suited to the particular use contemplated. | 14,984 |
11858659 | DESCRIPTION OF THE INVENTION Maximizing the efficiency of aircraft pushback to reduce the time an aircraft spends on the ground continues to receive attention from airlines and airports. While specific estimates vary, it is generally agreed that even a minute saved during aircraft turnaround may produce substantial annual cost savings. Consequently, turnaround procedures, including pushback, that achieve turnaround time reductions are of great interest to airport and airline operators. As noted above, airport ramp areas are often very congested places, and moving aircraft safely through them during pushback is of critical importance. In the most commonly used aircraft turnaround process, an arriving aircraft may be towed or powered by thrust from a main engine into a parking location or stand to park near an airport terminal structure. When a departing aircraft is cleared for pushback, a tug may be attached to the aircraft nose landing gear, or may lift the nose landing gear, and the tug then pushes the aircraft in reverse away from the parking location through the ramp area as the aircraft is being turned to a location where the tug may be detached from the aircraft and the aircraft main engines may be safely started to drive the aircraft to a takeoff runway. When aircraft are equipped with landing gear wheel-mounted drive systems to power ground travel without reliance on aircraft engines and tugs, like the electric taxi drive systems described herein, tugs are not needed for pushback, and a pilot of the equipped aircraft can activate the electric taxi drive systems and drive the aircraft in reverse to push back from a parking location to a pushback end location. This pushback process requires significantly less time than a pushback process conducted with a tug or tow vehicle. The terms “ramp” and “ramp area” will be used herein to refer to the airside area at an airport that is intended to accommodate aircraft for the loading and unloading of passengers, mail, cargo, fueling, parking, or maintenance. The term “ramp” is synonymous with the term “apron,” which is also used to identify this area at an airport. The terms “airport terminal” and “terminal” include an airport terminal building and like structures, whether or not attached to a terminal building. The terms “parking location,” “gate,” and “stand” all are used to refer to places where aircraft are parked at or near an airport terminal. Aircraft may be parked at parking locations with or without passenger loading bridges. The “optimum pushback path” referred to herein may vary for aircraft within a ramp area and from ramp area to ramp area, depending, in part, on the configuration of the ramp area, numbers of aircraft and ground service vehicles and equipment in the ramp when an aircraft is being pushed back, the aircraft's parking location and orientation to the terminal, and other considerations. “Electric taxi drive systems” and “electric taxi systems” are used interchangeably to refer to pilot-controllable landing gear wheel-mounted drive systems used to drive aircraft independently of and without reliance on operation of aircraft main engines and tugs or external tow vehicles. Electric taxi drive systems may include landing gear wheel-mounted electric drive motors, gear or roller traction drive systems, clutches, and other components activatable to power landing gear wheels and drive the aircraft during ground travel in response to pilot control. An example of one electric taxi drive system developed by Applicant to drive an aircraft during ground travel without reliance on operation of the aircraft's main engines or attachment to tugs is described in commonly owned U.S. Pat. No. 10,308,352, the disclosure of which is fully incorporated herein in its entirety by reference. Other drive systems using drive motors that are not electric, including, for example, hydraulic or pneumatic drive motors, may also drive aircraft in connection with the integrated pushback guidance system and method of the present invention and are contemplated to be included within the terms “electric taxi drive systems.” An electric taxi drive system may be mounted completed within a volume defined by walls of a landing gear wheel in one or more nose or main landing gear wheels. In a preferred embodiment, electric taxi drive systems are mounted completely within defined wheel wall volumes in both nose landing gear wheels and are controlled by a pilot or flight crew from the aircraft cockpit with controls designed to operate the electric taxi drive system, power the nose landing gear wheels, and drive the aircraft in a forward direction and in a reverse direction during ground travel without reliance on the aircraft's main engines and external assistance from tugs. The present invention may be most effectively implemented when one or more, and preferably a plurality, of the aircraft landing, moving on the ground within ramp areas, and taking off from an airport terminal are equipped with the pilot-controllable landing gear wheel-mounted electric taxi drive systems described herein. Electric taxi drive system-equipped aircraft can be driven into an airport ramp area without the hazards associated with jet blast or engine ingestion. Electric taxi drive system-equipped aircraft can also maneuver freely into and out of parking locations without external assistance. When a significant number of aircraft at an airport are equipped with landing gear wheel-mounted electric taxi drive systems and the integrated pushback guidance system and method of the present invention are implemented at the airport, ramp operations safety, aircraft traffic flow efficiency, and aircraft turnaround efficiency may be significantly improved. Referring to the drawings, which are not drawn to scale,FIG.1illustrates a portion of an airport apron or ramp area10with three aircraft parked and connected to an airport terminal building11through passenger loading bridges and an electric taxi system-driven aircraft being guided during an initial portion of pushback with the integrated pushback guidance system of the present invention. InFIG.1, two aircraft,12and14, are shown parked at stands connected to the terminal building11through respective passenger loading bridges16and18. A third aircraft20is in the process of being guided to push back from the terminal10with the integrated pushback system and method of the present invention. The passenger loading bridge22where this aircraft was docked is shown partially retracted toward the terminal11. Safety zones may be defined in the ramp area10where it is safe for aircraft to move. Boundaries of defined safety zones may be marked on the tarmac. Dashed lines24, for example, may represent the outer boundaries of a gate15where aircraft14is parked and being serviced. The gate width between the dashed lines24should provide sufficient wing tip between aircraft14and aircraft12to avoid contact as aircraft14is maneuvered into and out of the gate15. Other safety zones, such as a vehicle service road26, may also be defined and marked on the ramp surface. FIG.1also shows an optimum pushback travel path28for the aircraft20. The pushback travel path28may extend through the ramp area10to a pushback end location29outside the ramp area. The pushback end location29may also be in an uncongested part of the ramp area. When aircraft are pushed back with tugs to a pushback end location where the aircraft engines are started for taxi to a takeoff location, jet blast and other hazards associated with operating aircraft engines require a pushback end location that is well beyond the ramp area. When aircraft are driven during pushback with electric taxi drive systems, however, these hazards do not exist, and the pushback end location29may be in an uncongested part of the ramp area. The pushback end location29may be different for different aircraft and may also depend on the configuration of the ramp area. The pushback travel path28shown inFIG.1is a substantially straight pushback path, with a slight curve. The direction of the slight curve in the pushback travel path28represents the direction the aircraft20will need to turn to head toward an assigned taxiway or runway for takeoff. When aircraft are driven during pushback with electric taxi drive systems, the pushback travel path may be curved or perpendicular to the terminal11, in which case the aircraft will travel in reverse in a straight line to the pushback end location. FIG.1also shows, in outline, ground service equipment30and ground vehicles32servicing aircraft14at gate15. Similar ground service equipment and vehicles are not shown, but may also be present around aircraft12prior to pushback. FIG.2shows the electric taxi system-driven aircraft20turned to taxi toward takeoff after being guided with the integrated pushback guidance system of the present invention along the optimum pushback path28through the ramp area to the pushback end location29. The optimum pushback path28may be determined to be optimum for the airport conditions, for the electric taxi system-driven aircraft, or both and may also take into account the factors discussed above. As noted, an optimum pushback path for an electric taxi system-driven aircraft may be shorter than for an aircraft pushed back with a tug. The ground service vehicles and equipment are not shown inFIG.2. The integrated pushback guidance system of the present invention may include one or more monitoring devices40, which are indicated schematically at40inFIGS.1and2. The monitoring devices40are preferably positioned at the terminal11to scan a maximum part of the ramp area from each gate, such as gate15, or each parking location where electric taxi-driven aircraft are to be monitored and guided during pushback. The monitoring devices40should scan at least the parked departing aircraft and the ramp area adjacent to the departing aircraft's optimum pushback travel path as the aircraft is driven in reverse with the electric taxi drive systems from the terminal along the optimum pushback travel path to the pushback end location. Real time and other information relating to the specific pushback travel path of the aircraft, the direction in which the aircraft must turn as it is being driven in reverse along the optimum pushback travel path, the distance to the pushback end location, and the presence of obstacles in the optimum pushback travel path or within safety zones may be transmitted to a processor. The transmitted information is processed with suitable analytical software by the processor, and then communicated in real time to one or more display devices, advantageously in the form of real time visual signals that are visible to and may be easily and quickly read by an aircraft pilot or crew and by airport personnel with access to display devices. Based on the visual signals representing and describing the pushback process in real time, the pilot may control the electric taxi drive systems to drive the aircraft as required to continue pushback along an optimum pushback travel path, alter pushback travel so that the aircraft returns to an optimum pushback travel path for the aircraft, or, if necessary, to avoid a collision or other adverse incident, stop the pushback process. A processor operative to perform the functions described herein (not shown) may be located in a convenient location in the airport terminal11or in other locations where information from the monitoring devices40may be communicated in real time. The monitoring devices40may be monitoring devices that employ infrared and three-dimensional LiDAR scanning technology with a radar sensor, such as those used by ADB Safegate in their Safedock X Advanced Visual Docking Guidance System to ensure that arriving aircraft dock safely at stands. Other monitoring devices with equivalent scanning capabilities may also be used. These Safedock systems may be able to detect aircraft pushback movement that has not been authorized to alert controllers of unauthorized aircraft movements. These systems do not monitor and guide electric taxi system-driven or other aircraft during a pushback process that moves aircraft along an optimum pushback path through a ramp area to a pushback end location. The locations of monitoring devices40on the airport terminal11and on the passenger loading bridges are intended to be exemplary; other locations for the monitoring devices40may be more effective at different airports with different ramp configurations. FIG.3shows one embodiment of a pushback monitoring and guidance system display device50according to the present invention. As noted above, information from the monitoring devices40is processed in real time, processed, and then communicated in real time to the display device50, where the processed information is presented in the form of lighted visual signals that may be easily and quickly read by a pilot or by other aircraft and airport personnel viewing the display device50. The display device50may take different forms, depending in part on where it is to be used. A display device50that is approximately the size of a computer tablet and that may be wirelessly connected to a processor may optionally be used in an aircraft cockpit. Visual signals relating to aircraft pushback travel and safety generated by the system may be transmitted to this optional cockpit display. This size of display may also be useful to air traffic control personnel and ground personnel, although larger display devices may be preferred. A display device50that is to be mounted on an exterior surface of the terminal11, as shown inFIG.2, or in another exterior ramp location, for example on or adjacent to a passenger loading bridge, should be a size that is easily visible to ramp personnel on the ground and also to aircraft cockpit personnel. The information on the display should also be clearly visible to aircraft pilots and cockpit crews as well as ramp ground personnel. The specific information and lighted visual signals displayed on the display device50may be different for ramp areas at different airports and may also be arranged differently than shown inFIG.3. The display device should preferably include aircraft identification information52, which may range from the aircraft flight number to a specific aircraft identification number to any identifying information that the airport or airline typically uses to identify aircraft. The distance to the pushback end location29is also preferably included, such as at54, and may be in meters, as shown, feet, or another unit of measurement customarily used at the airport. An array of arrows may be provided to indicate the reverse direction of pushback travel of the aircraft as it is driven in reverse by the electric taxi drive system. At least one arrow58may indicate a straight path pushback travel direction, one arrow60may indicate turning in a direction to the right, and another arrow62may indicate turning in a direction to the left. The arrows60and62may have the angular shape shown, or may be curved, to indicate and communicate that the aircraft should be steered to turn right or to left, as indicated when the right arrow or the left arrow is lighted. Other configurations of arrows or similar directional representations may also be used to communicate this information on the display50. The display device50may also be configured to communicate safety alerts during the electric taxi system-driven aircraft pushback process as the aircraft is monitored with the monitoring devices40. For example, if the pushback process is proceeding smoothly and the aircraft is being driven with the electric taxi system along the optimum pushback travel path, all of the lighted visual information on the display device may be a green color to indicate that all is well, and the pilot can safely continue to drive the aircraft with the electric taxi drive systems along the pushback travel path. If the monitoring device40identifies a previously unrecognized object entering the aircraft's safety zone, the lighted visual information may be an orange color to indicate a warning, and that the pushback travel path may need to be altered. An orange lighted right turn arrow60indicates that the aircraft needs to turn right and an orange lighted left turn arrow62indicates that the aircraft needs to turn left to alter the pushback travel path. If an object actually intrudes into the aircraft's safety zone and presents a hazard to continued pushback travel, all of the lighted visual information on the display device may turn a red color, indicating that the pushback process should be stopped immediately. The visual warnings could be combined with audible warnings, particularly for the orange and red levels of visual warnings. Other information and safety warnings that the airport or the airline considers to be helpful to the electric taxi system-driven aircraft pushback process may also be included in the display device50. In addition to the display devices mounted in exterior ramp locations, portable display devices may be supplied to those airport personnel, specifically air traffic control personnel and ground or ramp personnel, with responsibility for directing and conducting the pushback process so that they may access the display device information from this convenient source. The ground service equipment and vehicles30and32at a gate, such as those at gate15inFIG.1, may also be equipped with the display devices50. The pushback monitoring and guidance system and method of the present invention may also function as a collision avoidance system, particularly when the display devices50with the monitoring information are made available to aircraft cockpits, ground service equipment and vehicles, and ramp personnel. An automated dead man or kill switch that stops further movement of a ground service vehicle or a piece of ground service equipment may also be provided to prevent collisions of the ground service vehicles with aircraft or with other ground service vehicles or equipment in the aircraft's direction of travel along the optimum pushback travel path. A similar dead man or kill switch that inactivates the electric taxi drive system may also be provided to identified ramp personnel so that pushback travel of the aircraft may be stopped by inactivating the electric taxi drive system to prevent an imminent collision. As discussed above, the pushback guidance system of the present invention may be integrated with existing ramp monitoring systems to monitor progress of electric taxi system-driven aircraft as they are driven in reverse by pilots along optimum ramp pushback paths from parking locations to pushback end locations. Airport ramp or ground personnel using the visual signals on ramp display devices or portable display devices may monitor aircraft reverse travel along the ramp pushback paths and may communicate with the pilot to guide the reverse progress of the electric system taxi-driven aircraft as needed during pushback to ensure that pushback is conducted as safely and efficiently as possible. FIG.4is a flow chart describing the integrated pushback guidance method of the present invention. The integrated pushback guidance method of the present invention is most effectively conducted at an airport where the aircraft gates or stands are equipped with aircraft docking systems, for example the Advanced Visual Gate Docking System Safedock X available from ADB Safegate. This system monitors approach accuracy as an arriving aircraft is moved into an assigned gate with thrust from at least one engine. Visual displays that communicate docking information to pilots of the arriving aircraft and to ramp personnel are positioned in ramp locations outside aircraft. The integrated pushback guidance method of the present invention preferably employs scanning and monitoring technology mounted at or near a gate or other parking location to guide pushback of aircraft equipped with pilot-controllable landing gear wheel-mounted electric taxi drive systems that are driven in reverse by the aircraft pilot without using tugs or aircraft engines. In step100, the electric taxi system-driven aircraft is ready to depart from a gate at the airport equipped with a monitoring and scanning system and technology. In step110, the pilot of the electric taxi system-driven aircraft requests pushback clearance from Air Traffic Control (ATC). In step120, the gate and adjacent ramp area, including the aircraft, are scanned, preferably with a three-dimensional LiDAR-based scanning system, and an image of the scanned area is sent to ATC. If the scanned image indicates it is safe for the aircraft to push back, ATC grants the requested pushback clearance to the pilot. In step130, the ramp area and aircraft are monitored and scanned with the scanning system, information relating to the presence of obstacles and other aspects of the safety of the pushback travel path is sent to a processor, and visual signals and safety alerts are produced from this processed information and transmitted to one or more display devices, such as that shown inFIG.3. As noted above, the display devices may be located in, for example, in ramp ground locations exterior to the aircraft, in air traffic control and ramp or ground control locations, and, optionally, in the aircraft cockpit and inside ground service vehicles and equipment. In step140, the pilot controls the electric taxi system to maneuver the aircraft in reverse with the electric taxi system along an optimum pushback path to a pushback end location based on the transmitted visual signals and safety alerts produced from the processed information obtained from the scanning system that appear on the display devices. A distance count down from the pushback end location where it is safe to turn the aircraft and drive forward to a takeoff location is also transmitted to the display devices and may be used in guiding the pushback process. Steps150,160, and170describe the visual signals and safety alerts for each of three situations that may be encountered as the pilot maneuvers the electric taxi system-driven aircraft during pushback. In step150, the visual signals on the display device have a green color, and one of three arrows may be lighted in green to indicate direction of pushback travel and that pushback travel may be continued in the direction of the arrow. A green straight arrow indicates that it is safe to continue pushback travel along in reverse along a straight reverse path. A green right turn arrow indicates that it is safe to turn the aircraft in a direction to the right of the pushback travel path, and a green left turn arrow indicates that it is safe to turn the aircraft in a direction to the left of the pushback travel path. The green visual signals indicate that the pilot may continue to maneuver the aircraft with the electric taxi drive system as indicated by the arrows. In step160, the visual signals on the display device have an orange color, indicating that the processed information from the scanning system has detected a previously undetected object approaching the aircraft's safety zone, and the pilot may need to control the electric taxi drive system to alter pushback. The color of one or more of the arrows may indicate that continuing in reverse, that turning right, and/or that turning left may only be done with caution. In step170, the visual signals on the display have a red color, indicating that the processed information from the scanning system has detected entry of an object into the aircraft's safety zone and that pushback must be stopped immediately. Objects, such as other aircraft, ground service vehicles and equipment, and ramp personnel, approaching or entering an aircraft's safety zone are the main reasons the visual signals may indicate stopping or altering pushback. The system may be adapted to allow input of other information, for example from air traffic control, that may require adjustment of, or even stopping, pushback travel. When, as described above, all of the ground service vehicles and equipment operating at the same gate as the electric taxi drive system-equipped aircraft are equipped with the display devices and with automated deadman or kill switches, the integrated pushback guidance system of the present invention may function as an anti-collision system. Further, the electric taxi drive system could be connected to the pushback guidance system, for example through the processor described above, and artificial intelligence or machine learning algorithms may be adapted to automatically control operation of the electric taxi drive system in response to the visual signals and safety alerts. While the present invention has been described with respect to preferred embodiments, this is not intended to be limiting, and other arrangements and structures that perform the required functions are contemplated to be within the scope of the present invention. INDUSTRIAL APPLICABILITY The integrated pushback monitoring and guidance system and method of the present invention will find its primary applicability in improving safety and efficiency of aircraft pushback operations at airports where gates are equipped with docking systems, particularly at airports with high traffic and congested ramp areas and where aircraft are driven with electric taxi drive systems during pushback. | 25,511 |
11858660 | DETAILED DESCRIPTION The following detailed description of various embodiments herein makes reference to the accompanying drawings, which show various embodiments by way of illustration. While these various embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, it should be understood that other embodiments may be realized and that changes may be made without departing from the scope of the disclosure. Thus, the detailed description herein is presented for purposes of illustration only and not of limitation. Furthermore, any reference to singular includes plural embodiments, and any reference to more than one component or step may include a singular embodiment or step. Also, any reference to attached, fixed, connected, or the like may include permanent, removable, temporary, partial, full or any other possible attachment option. Additionally, any reference to without contact (or similar phrases) may also include reduced contact or minimal contact. It should also be understood that unless specifically stated otherwise, references to “a,” “an” or “the” may include one or more than one and that reference to an item in the singular may also include the item in the plural. Further, all ranges may include upper and lower values and all ranges and ratio limits disclosed herein may be combined. With reference toFIGS.1A and1B, a schematic view of an aircraft10having a cargo deck12located within a cargo compartment14is illustrated, in accordance with various embodiments. The aircraft10may comprise a cargo load door16located, for example, at a forward end of the aircraft10and configured to rotate upward (as illustrated inFIG.1A) or sideways to expose an opening18that provides access to the cargo compartment14. In various embodiments, a second cargo load door17may be located at other portions of the aircraft10, such as, for example, at an aft end of the aircraft10and configured to rotate downward (as illustrated inFIG.1B) and provide a second opening19to gain access to the cargo compartment14. Inside the cargo compartment14, one or more trays20, e.g., a first tray22and a second tray24, extend generally from the fore end of the aircraft10to the aft end of the aircraft10. As described more fully below, the one or more trays20provide a support structure for which a platform26may transit along a length of the aircraft10between the fore end and the aft end and carry a ULD or some other form of cargo carrier, such as, for example, a container of a size typically used for ocean-going transport by ship or truck. Without loss of generality, a cargo load28of any size or shape, which may include objects within containers or ULDs or objects not within containers or ULDs, such as, for example, automobiles or the like, will be considered herein as configured for transport on the platform26. Still referring toFIGS.1A and1B, in various embodiments, the one or more trays20, during loading or unloading of the cargo load28, may be connected to a loading structure30which, in various embodiments, may comprise one or more trays32that correspond to the one or more trays20extending along the cargo deck12of the aircraft10. In various embodiments, the loading structure30may be attached to an elevated structure, such as, for example, a truck34(as illustrated inFIG.1B) or a scissor lift or a loading dock or the like, such that the one or more trays20and the loading structure30are located substantially at the same elevation and configured to transition a platform26either onto or off from the one or more trays20. For example, a first cargo load36may be transitioned from the loading structure30, through the opening18and onto the one or more trays20, and then along the one or more trays20to the aft end of the aircraft, where the first cargo load is secured for transport. A second cargo load38may be followed by a third cargo load40and so on until the cargo deck12is filled to a desired capacity with cargo. After the aircraft10has reached its destination, each cargo load, such as, for example, the first cargo load36, the second cargo load38and the third cargo load40are unloaded from the aircraft10in similar fashion, but in a reverse sequence to the loading procedure. To ensure cargo loads are restrained, the aircraft10may include a restraint assembly as described herein and in accordance with various embodiments. Typical cargo handling systems may include multiple fixed Power Drive Units (PDUs), which rely on friction to provide ULD drive force. Having a cargo handling system with a drive system based on friction may make it difficult to achieve traction under wet and/or other adverse conditions. A friction interface may also result in wear of both a drive tire for a respective PDU, as well as a baseplate for a respective ULD. A minimum number of PDUs for a typical cargo handling system may be a function of length and size of a cargo compartment and dimensions of a base plate for a respective ULD. Other factors that may drive the quantity of PDUs in a typical cargo handling system may be duty cycle limitations of a respective PDU, drive force capability of a respective PDU, redundancy of PDUs to affect system level characteristics for schedule interrupt. Each of these factors may combine to drive weight and cost into a typical cargo handling system. Additionally, typical cargo handling systems with fixed PDUs that are located closer to the doorway area may experience a greater usage, and thus an amount of wear, relative to the fixed PDUs disposed towards an end of the cargo compartment. In this regard, a typical cargo handling system with fixed PDUs may have a greater number of fixed PDUs proximate the doorway to account for wear during the life of the typical cargo handling system, driving weight and cost into the typical cargo handling system and/or derivative platforms of typical cargo handling systems. Additionally, typical cargo handling systems with fixed PDUs may be hard wired into the cargo handling system, which may involve a high level of system integration between a typical cargo handling sub-system and an aircraft platform, further driving cost and time for development of a typical cargo handling system. Disclosed herein, in accordance with various embodiments, is an autonomous translating drive system having at least two translating drive units (TDUs). In various embodiments, a TDU in the autonomous translating drive system may include an independent power source, such as a battery or the like. In various embodiments, the autonomous translating drive system may include any linear actuator system. For example, the translating drive system may include a rack and pinion drive system, a chain drive system, a belt drive system, a rigid chain system, a rigid belt system, or the like. In various embodiments, the autonomous translating drive system may include a first TDU and a second TDU. In various embodiments, the first TDU and the second TDU may be in electronic communication with each other. In various embodiments, the first TDU and the second TDU may be in electronic communication with a controller. In various embodiments, the first TDU and the second TDU may be configured to engage a ULD and translate the ULD longitudinally through a cargo compartment of an aircraft (e.g., cargo compartment14fromFIGS.1A and1B). In various embodiments, the first TDU and the second TDU may each include a first drive gear and a second drive gear, each drive gear configured to interface with a rack (e.g., a rack disposed on a lateral surface of a roller tray (e.g., the one or more trays20of cargo deck12fromFIGS.1A and1B). Referring now toFIG.2, a portion of a cargo handling system100having a translating drive system200is illustrated, in accordance with various embodiments. The cargo handling system100is illustrated with reference to an XYZ coordinate system, with the X-direction extending longitudinally in an aft direction (and defining a longitudinal direction), the Y-direction extending perpendicular to the X-direction (and defining a lateral direction) and the Z-direction extending vertically, each direction being with respect to an aircraft in which the cargo handling system100is positioned, such as, for example, the aircraft10described above with reference toFIGS.1A and1B. In various embodiments, the cargo handling system100may define a first tray110extending longitudinally in the aft direction (i.e., the X-direction) and a second tray120extending longitudinally in the aft direction (i.e., the X-direction). The first tray110and the second tray120may be spaced apart laterally (i.e., the Y-direction) from each other. The first tray110may include a first plurality of rollers112, and the second tray120may include a second plurality of rollers122. Each roller in the first tray110extends laterally from a first lateral side of the first tray110to a second lateral side of the first tray110. Similarly, each roller in the second tray120extends laterally from a first lateral side of the second tray120to a second lateral side of the second tray120. In various embodiments, the translating drive system200includes a first TDU210and a second TDU220. The first TDU210may be spaced apart longitudinally (i.e., the X-direction) from the second TDU220. In various embodiments, the first TDU210is configured to couple to the second TDU220, as described further herein. In various embodiments, the first TDU210includes a first retractable pawl212and the second TDU220includes a second retractable pawl222. In various embodiments, the first TDU210and the second TDU220may be configured to provide a clamping force (i.e., between the first retractable pawl212and the second retractable pawl222) to a respective ULD and translate the respective ULD longitudinally along the first plurality of rollers112and the second plurality of rollers122. In various embodiments, the first TDU210may be configured to couple the first TDU210to a longitudinally adjacent TDU (e.g., the second TDU220). For example, if additional force for translating and/or controlling a ULD is detected/determined by the first TDU210, or a controller, the first TDU210may be coupled to the second TDU220via a cable214. In various embodiments, the cable214may be stowed in the first TDU210in response to not being in use (i.e., when the first TDU210is uncoupled from an adjacent TDU), as described further herein. In various embodiments, the first TDU210and the second TDU220may be configured to operate independently of one another. For example, with brief reference toFIG.3, the first TDU210in an un-coupled state is illustrated, in accordance with various embodiments. In the un-coupled state, the cable214may be stowed at least partially in a housing216of the first TDU210by any method known in the art, such as coiled, or the like. In various embodiments, the first TDU210may be configured to translate a ULD longitudinally along the first plurality of rollers112and the second plurality of rollers122alone. For example, the first retractable pawl212of the first TDU210is configured to interface with a side of a ULD and the first TDU210is configured to translate longitudinally and push the ULD at a ULD/retractable pawl interface, in accordance with various embodiments, as described further herein. Referring now toFIGS.4and5, any number of TDUs may be utilized to translate a cargo unit (e.g., a ULD402) in accordance with various embodiments. For example, as shown inFIG.4, a single TDU (e.g., first TDU210) may push the ULD402on a first side of the ULD402in a longitudinal direction (e.g., the X-direction) during loading or unloading. Similarly, as shown inFIG.5, the first TDU210and the second TDU220may be configured to clamp the ULD402longitudinally (e.g., in the X-direction) to control the forward and aft sides of the ULD402. In this regard, with two TDUs, as shown inFIG.5, the translating drive system200may provide greater control of the ULD402in the forward and aft directions and/or provide greater force in response to a single TDU being unable to provide enough force to translate the ULD402, in accordance with various embodiments. In various embodiments, TDUs may also be disposed at lateral sides of the ULD. In this regard, the additional TDUs may provide lateral stability to the ULD402, in accordance with various embodiments. Referring now toFIGS.6and7, a top down view (FIG.6) and a bottom up view (FIG.7) of a TDU600, in accordance with various embodiments, is illustrated. In various embodiments, the first TDU210and the second TDU220fromFIGS.2-5may be in accordance with the TDU600. In various embodiments, each TDU in a translating drive system (e.g., translating drive system200fromFIG.2) may be in accordance with the TDU600. The TDU600comprises a housing610and a retractable pawl620. In various embodiments, the housing610includes a slot612disposed therethrough. In various embodiments, the slot612includes the retractable pawl620disposed therein. In various embodiments, the retractable pawl620is configured to extend vertically above a first surface614of the housing (e.g., a top surface). In various embodiments, the retractable pawl620may pivot about a pivot point and extend above the first surface614. Although described herein as being pivotably coupled, the retractable pawl620may extend above the first surface614by any method known in the art, such as being hingedly coupled, slidingly coupled, or the like. In various embodiments, the retractable pawl620may be actuated by an electric motor, spring loaded in either an extracted or retracted state, or the like. In various embodiments, the retractable pawl may include a manual release to disengage as a fail-safe for the TDU600. In various embodiments, the retractable pawl620may further comprise a mating component for a cable, such as a hook or the like, as described further herein. The mating component may be configured to be coupled to a cable (e.g., cable214fromFIG.2. In various embodiments, the mating component may be coupled to a cable of a cargo handling system, such as a winch or the like, to pull the TDU and in turn pull the ULD (e.g., ULD402fromFIGS.4and5). In various embodiments, the TDU600further comprises a drive system630. In various embodiments, the drive system630of the TDU600is configured to propel the TDU in a longitudinal direction (e.g., the X-direction) between trays (e.g., trays110,120fromFIG.2). Although described herein as including a rack and pinion drive system, the TDU600is not limited in this regard. For example, the drive system630may include a chain drive system, a belt drive system, a rigid chain system, a rigid belt system, or the like. In various embodiments, the drive system630comprises a first gear632. Although illustrated as also including a second gear634, the present disclosure is not limited in this regard. For example, the drive system630may be configured to include only a single gear (e.g., first gear632) on a first lateral side, and a roller disposed on an opposite lateral side, in accordance with various embodiments. The first gear632may be disposed on a first lateral side of the housing610, and the second gear634may be disposed on a second lateral side of the housing610, the second lateral side being opposite the first lateral side. The first gear632and the second gear634of the TDU600may be configured to interface with a rack (e.g., rack114of roller tray110fromFIG.3). In various embodiments, the rack114fromFIG.3may comprise vertical pins, lateral slots, or the like. In various embodiments, the TDU600may further comprise a plurality of guide rollers640. In various embodiments, the plurality of guide rollers640are configured to guide the TDU600between adjacent trays (e.g., trays110,120fromFIG.2) of a cargo handling system (e.g., cargo handling system100fromFIG.2). In various embodiments, the plurality of guide rollers640may include a first vertical roller641, a second vertical roller642, and a horizontal roller643. In various embodiments, the first vertical roller641is disposed on a first lateral side of the housing610in a recess of a second surface616(e.g., a bottom surface) disposed opposite the first surface614. Similarly, the second vertical roller642is disposed on a second lateral side of the housing610in a recess of the second surface616, the second lateral side being opposite the first lateral side. In various embodiments, the horizontal roller643is disposed laterally between the first vertical roller641and the second vertical roller642in a recess of the second surface616. In various embodiments, the vertical rollers641,642are configured to interface with lateral sides of trays (e.g., trays110,120fromFIG.2) in a cargo handling system100fromFIG.2for guiding the TDU600laterally between the trays and ensure the drive system630remains on track. In various embodiments, the first horizontal roller643is configured to ensure the TDU600translates with ease on a cargo deck of a cargo compartment (e.g., cargo compartment14fromFIG.1A). In various embodiments, the first vertical roller641, the second vertical roller642, and the first horizontal roller643may be disposed at a first longitudinal end of the TDU600, and a third vertical roller644, a fourth vertical roller645, and a second horizontal roller646of the plurality of guide rollers640may be disposed at a second longitudinal end opposite the first longitudinal end. In various embodiments, the third vertical roller644, the fourth vertical roller645and the second horizontal roller646may be in the same orientation as the first vertical roller641, the second vertical roller642, and the first horizontal roller643described previously herein. Although illustrated, and described, herein as including two sets of vertical guide rollers and horizontal guide rollers, the present disclosure is not limited in this regard, For example, the TDU600could include a single set of guide rollers (e.g., vertical rollers641,642and horizontal roller643), two sets of guide rollers (e.g., first set of guide rollers641,642,643and second set of guide rollers644,645,646), or multiple sets of guide rollers (e.g., greater than 2 sets of guide rollers). In various embodiments, the TDU600further comprises a cable650and a coupling mechanism660. In various embodiments, the cable650may be in a stowed position as illustrated inFIGS.6and7when the cable650is not in use. In various embodiments, the cable650may be configured to be coupled to an adjacent TDU (e.g., first TDU210being coupled to second TDU220fromFIG.2) via a coupling mechanism of the adjacent TDU (e.g., the coupling mechanism660) inFIG.6. In various embodiments, the coupling mechanism660may include a hook662configured to actuate about a central axis from an unlocked position to a locked position around a loop fitting652disposed at an end of the cable650. Although illustrated as including an actuatable hook662and a loop fitting652, one skilled in the art may recognize various ways to couple the cable650to an adjacent TDU (e.g., a draft gear and a draw gear or any other automatic coupler known in the art). Referring now toFIGS.8A and8B, perspective views of the TDU600is illustrated, in accordance with various embodiments. In various embodiments, the gears632,634may extend laterally outward from a respective lateral side of the housing610. In this regard, the gears632,634may be partially disposed within the housing610. In various embodiments, the TDU600further comprises a charging connector670. The charging connector670may be electrically coupled to a power source disposed within the housing610, as described further herein. In various embodiments, a power source of the TDU600may be charged via the charging connector670when the TDU600is not in use. Although illustrated as including a charging port, the TDU600may include a wireless charging system, in accordance with various embodiments. Although illustrated is including a charging connector670for recharging a power source, the present disclosure is not limited in this regard. For example, a replaceable power source, such as replaceable cells may be utilized as a power source, in accordance with various embodiments. In various embodiments, the TDU600may further include a location detection system680. In various embodiments, the location detection system680may include an electronic device682, such as a radio frequency identification (RFID) reader, a camera, a position sensor, or the like. In various embodiments, the position sensor may be any position sensor, such as a structured light, audio (radar), or a light detection and ranging (LiDAR) sensor. In this regard, the LiDAR sensor may be configured to provide absolute positional reference of the TDU600to a controller (e.g., an aircraft controller or a TDU controller), in accordance with various embodiments. In various embodiments, a LiDAR sensor may further be capable of detecting foreign object debris on a cargo deck and provide a fault indication to a respective controller. In various embodiments, the electronic device682is configured to communicate with a corresponding fixed electronic device along the trays (e.g., trays110,120fromFIG.2) via a wireless protocol such as 802.11a/b/g/n/ac signal (e.g., Wi-Fi), a wireless communications protocol using short wavelength UHF radio waves and defined at least in part by IEEE 802.15.1 (e.g., the BLUETOOTH protocol maintained by Bluetooth Special Interest Group), a wireless communications protocol defined at least in part by IEEE 802.15.4 (e.g., the ZigBee protocol maintained by the ZigBee alliance), a cellular protocol, an infrared protocol, an optical protocol, a RFID protocol, a NFC protocol, or any other protocol capable of wireless transmissions. For example, with brief reference toFIG.9, electronic devices902may be disposed on a lateral side of a tray904(e.g., trays110,120fromFIG.2). In various embodiments, the electronic devices902may be spaced apart longitudinally along the tray904and be configured to provide positional data (i.e., location data in the longitudinal direction of the cargo compartment). In various embodiments, the electronic device682of the location detection system680may be configured to receive location data from the electronic devices902of the tray904fromFIG.9. In various embodiments, the electronic devices902may include, for example, a RFID tag, a key fob, a near field communication (NFC) transmitter, or the like. Referring now toFIGS.10A and10B, a detail view of the coupling mechanism660of the TDU600is illustrated, in accordance with various embodiments. In various embodiments, the coupling mechanism660may be annular in shape and include an arcuate slot1002disposed therein. The arcuate slot1002may be configured to a receive a loop fitting (e.g., loop fitting652), as described previously herein. For example, the coupling mechanism660may be configured to rotate about a centerline defined in a vertical direction, allowing the arcuate slot to be disposed outward from the second surface616(e.g., the bottom surface). In this regard, the arcuate slot1002may be configured to receive the loop fitting and close to a position illustrated inFIGS.10A and10B, locking the loop fitting in the arcuate slot between the coupling mechanism660and the housing610, in accordance with various embodiments. Referring now toFIGS.11A and11B, a cable650in a stowed position (FIG.11A), and a portion of the cable650coupled to and adjacent TDU (FIG.11B) is illustrated, in accordance with various embodiments. In various embodiments, in the stowed position (FIG.11A), the loop fitting652is disposed in a receptacle of the housing610. With combined reference toFIGS.11A and10A/B, a protrusion654of the loop fitting652is configured to couple to the coupling mechanism660and be disposed between the arcuate slot1002of the coupling mechanism660and the housing610of the TDU600as illustrated inFIGS.12A and12B, in accordance with various embodiments. Once coupled to an adjacent TDU, the cable650may be unwound based on a longitudinal length of a respective ULD and used to clamp the ULD and/or provide additional pulling force for translating the ULD. Referring now toFIG.13, the TDU600having a carrying handle1302is illustrated, in accordance with various embodiments. The carrying handle1302may be configured to allow an individual to remove the TDU600from a cargo deck after loading. For example, the TDUs disclosed herein may be removeable from the cargo handling system (e.g., cargo handling system100fromFIG.2). In this regard, the TDUs may allow for additional weight to be disposed on an aircraft, since the weight of the TDUs would not be included during transport of cargo. In contrast, PDUs of typical cargo handling systems are fixed and/or add to the weight of a typical cargo handling system. Referring now toFIG.14, a perspective view of the TDU600is illustrated with a portion of the housing610not shown for clarity in accordance with various embodiments. In various embodiments, the TDU includes a power source (e.g., a plurality of cells1402). Although illustrates as including a plurality of cells1402defining a battery for the TDU600, the present disclosure is not limited in this regard. For example, the power source may include a supercapacitor, a capacitor, or the like, in accordance with various embodiments. Referring now toFIG.15, a control system1500for a translating drive system (e.g., translating drive system200fromFIG.2, is illustrated, in accordance with various embodiments. In various embodiments, the control system1500may comprise a controller1502and a plurality of TDUs600. The controller1502may be in electronic communication with the plurality of TDUs600by any method known in the art. In various embodiments, controller1502may be configured as a central network element or hub to access various systems and components of control system1500. In various embodiments, controller1502may comprise a processor. In various embodiments, controller1502may be implemented in a single processor. In various embodiments, controller1502may be implemented as and may include one or more processors and/or one or more tangible, non-transitory memories and be capable of implementing logic. Each processor can be a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. Controller1502may comprise a processor configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer-readable medium configured to communicate with controller1502. System program instructions and/or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term “non-transitory” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se. Stated another way, the meaning of the term “non-transitory computer-readable medium” and “non-transitory computer-readable storage medium” should be construed to exclude only those types of transitory computer-readable media which were found in In Re Nuijten to fall outside the scope of patentable subject matter under 35 U.S.C. § 101. In various embodiments, the controller1502may be configured to provide instructions to the plurality of TDUs600. In this regard, the controller1502may command a first TDU (e.g., first TDU210fromFIG.2) to translate a first ULD to a first location of a cargo compartment (e.g., an aft end of a respective cargo compartment). In various embodiments, a second TDU (e.g., second TDU220) may be instructed to translate a second ULD to a second location of a respective cargo compartment, or to combine with the first TDU to translate the first ULD, as disclosed previously herein, in accordance with various embodiments. In various embodiments, the plurality of TDUs600may be configured to communicate with the controller and/or other TDUs in a respective translating drive system (e.g., translating drive system200fromFIG.2). Although illustrated as including a main controller1502, the present disclosure is not limited in this regard. For example, a control system may include only a plurality of autonomous TDUs configured to communicate with each other remotely for loading and unloading of ULDs. Referring now toFIG.16, a control system1600for a TDU in the plurality of TDUs600of a translating drive system (e.g. translating drive system200fromFIG.2), is illustrated in accordance with various embodiments. The control system1600may include a controller1602, a transceiver1604, the retractable pawl620, the drive system630, the coupling mechanism660, the location detection system680, a ULD sensor690, and a position sensor1606. With brief reference toFIG.6, the ULD sensor690may be disposed on the first surface614(e.g., a top surface) of the housing610. In various embodiments, the TDU600may further include status indicators692disposed on the first surface614configured to indicate a power source status of the TDU600as illustrated inFIG.6. In various embodiments, controller1602may be configured as a central network element or hub to access various systems and components of control system1600. In various embodiments, controller1602may comprise a processor. In various embodiments, controller1602may be implemented in a single processor. In various embodiments, controller1602may be implemented as and may include one or more processors and/or one or more tangible, non-transitory memories and be capable of implementing logic. Each processor can be a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. Controller1602may comprise a processor configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer-readable medium configured to communicate with controller1602. System program instructions and/or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term “non-transitory” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se. Stated another way, the meaning of the term “non-transitory computer-readable medium” and “non-transitory computer-readable storage medium” should be construed to exclude only those types of transitory computer-readable media which were found in In Re Nuijten to fall outside the scope of patentable subject matter under 35 U.S.C. § 101. In various embodiments, the controller1602is in electronic communication with a transceiver1604. The transceiver1604may be in electronic communication with the controller1502by any method known in the art, such as via a network, a router, or the like. In various embodiments, the transceiver1604may receive instructions from the controller1502of the control system1500for the translating drive system200fromFIG.2and send the received instructions to the controller1602of the control system1600for a respective TDU600. In various embodiments, the transceiver1604may further send status information received from controller1602with regards to a position of a respective TDU (e.g., from location detection system680), whether a ULD is disposed above the TDU (e.g., from the ULD sensor690), whether an additional TDU is needed to translate a respective ULD (e.g., from the location detection system680remaining the same), or the like. In various embodiments, the controller1602may send instructions to the coupling mechanism660to open to receive a loop fitting (e.g., loop fitting652), as described previously herein. In various embodiments, the controller1602may instruct drive system630to translate longitudinally along a respective cargo deck (e.g., cargo deck12fromFIG.1A) in response to a ULD being disposed above the TDU (received from the ULD sensor690) and the retractable pawl620being in an extracted position. In various embodiments, the controller1602may be configured to extract and retract the retractable pawl620. In various embodiments, the controller1602may send instructions to the retractable pawl620to be extracted prior to use in translating a respective ULD and/or instruct the retractable pawl620to retract when not in use, or when the retractable pawl is not being used to translate a respective ULD via the retractable pawl620for the respective TDU. In various embodiments, the controller1602is in electronic communication with the position sensor1606. In various embodiments, the position sensor1606may be configured to provide position data relative to the rest of a cargo compartment (e.g., cargo compartment14fromFIG.1A) and/or have the ability to determine foreign object debris on a cargo deck (e.g., cargo deck12fromFIG.1A). In various embodiments, the position sensor1606and the ULD sensor690may be utilized in combination by the controller1602to determine a velocity of the respective TDU, to determine if the TDU is moving relative to the compartment, and/or to determine if a ULD is moving relative to the TDU. Benefits, other advantages, and solutions to problems have been described herein with regard to specific embodiments. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in a practical system. However, the benefits, advantages, solutions to problems, and any elements that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as critical, required, or essential features or elements of the disclosure. The scope of the disclosure is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” Moreover, where a phrase similar to “at least one of A, B, or C” is used in the claims, it is intended that the phrase be interpreted to mean that A alone may be present in an embodiment, B alone may be present in an embodiment, C alone may be present in an embodiment, or that any combination of the elements A, B and C may be present in a single embodiment; for example, A and B, A and C, B and C, or A and B and C. Different cross-hatching is used throughout the figures to denote different parts but not necessarily to denote the same or different materials. Systems, methods and apparatus are provided herein. In the detailed description herein, references to “one embodiment,” “an embodiment,” “various embodiments,” etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. After reading the description, it will be apparent to one skilled in the relevant art(s) how to implement the disclosure in alternative embodiments. Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112(f) unless the element is expressly recited using the phrase “means for.” As used herein, the terms “comprises,” “comprising,” or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Finally, it should be understood that any of the above described concepts can be used alone or in combination with any or all of the other above described concepts. Although various embodiments have been disclosed and described, one of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. Accordingly, the description is not intended to be exhaustive or to limit the principles described or illustrated herein to any precise form. Many modifications and variations are possible in light of the above teaching. | 37,794 |
11858661 | The figures shown in this disclosure represent various aspects of the versions presented, and only differences will be discussed in detail. DETAILED DESCRIPTION Disclosed versions will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all of the disclosed versions are shown. Indeed, several different versions may be provided and should not be construed as limited to the versions set forth herein. Rather, these versions are provided so that this disclosure will be thorough and fully convey the scope of the disclosure to those skilled in the art. This specification includes references to “one version” or “a version.” Instances of the phrases “one version” or “a version” do not necessarily refer to the same version. Similarly, this specification includes references to “one example” or “an example.” Instances of the phrases “one example” or “an example” do not necessarily refer to the same example. Particular features, structures, or characteristics may be combined in any suitable manner consistent with this disclosure. As used herein, “comprising” is an open-ended term, and as used in the claims, this term does not foreclose additional structures or steps. As used herein, “configured to” means various parts or components may be described or claimed as “configured to” perform a task or tasks. In such contexts, “configured to” is used to connote structure by indicating that the parts or components include structure that performs those task or tasks during operation. As such, the parts or components can be said to be configured to perform the task even when the specified part or component is not currently operational (e.g., is not on). As used herein, an element or step recited in the singular and preceded by the word “a” or “an” should be understood as not necessarily excluding the plural of the elements or steps. As used herein, the phrase “at least one of,” when used with a list of items, means different combinations of one or more of the listed items may be used, and only one of each item in the list may be needed. In other words, “at least one of” means any combination of items and number of items may be used from the list, but not all of the items in the list are required. The item may be a particular object, a thing, or a category. Referring now to the drawings which illustrate various examples of the disclosure, shown inFIG.1is a flowchart of a method100of manufacturing a panel assembly266(FIG.12). The panel assembly266includes a skin panel300(FIG.12), and sacrificial material322(FIG.12) applied to or integrated with the skin panel300at a plurality of discrete interface locations320where the panel assembly266is attached to mating structure340(FIG.8). As described in greater detail below, the sacrificial material322is machined in a manner resulting in the panel assembly266having nominal thicknesses306(FIGS.24-25) at each interface location320, thereby reducing or eliminating the need for shimming gaps that may otherwise occur at the interface locations320when the panel assembly266is attached to mating structure340. The skin panel300(FIG.9) has a skin panel outer surface304(FIG.9) and a skin panel inner surface302(FIG.9). In some examples, the panel assembly266includes skin stiffeners310(FIG.9) extending along a spanwise direction of the skin panel300. The skin stiffeners310each have one or more stiffener flanges312(FIG.9), and a stiffener web314(FIG.9) extending outwardly from the stiffener flanges312. The stiffener flanges312are coupled to the skin panel inner surface302. The panel assembly266has a panel assembly outer surface274(FIG.9) and a panel assembly inner surface272(FIG.9). The panel assembly outer surface274comprises (i.e., is defined by) the skin panel outer surface304. The panel assembly inner surface272is defined by the skin panel inner surface302and the exposed surfaces of the stiffener flanges312. As mentioned above, the method100include mating the panel assembly266(FIG.9) to mating structure340(FIG.9), to thereby result in a structural assembly342. Shown inFIGS.2-41are illustrations of the implementation of the method100in manufacturing a structural assembly342configured as a wing240of an aircraft200(FIG.2). However, the presently-disclosed method100may be implemented for manufacturing other types of structural assemblies342, and is not limited to manufacturing a wing240. For example,FIG.2illustrates an aircraft200comprised of various structural assemblies342, which are described herein as aerostructures202. In the present disclosure, an aerostructure202is one in which the skin panel outer surface304defines the aerodynamic contour of at least a portion of the aircraft200. In this regard, the skin panel outer surface304defines the outer mold line (OML) for air flowing over the aerostructure202when the aircraft200is in operation, such as during flight. Referring toFIG.2, the aircraft200includes other types of aerostructures202that may be manufactured using the presently-disclosed method100. Such aerostructures202include ailerons248, flaps250, and/or wingtip devices246, such as winglets. Other aerostructures202include horizontal stabilizers218, elevators216, vertical stabilizers214, rudders220, fuselage panels206, engine nacelles210, engine cowlings212, and any one of a variety of other types of aerostructures202that are part of an aircraft200. However, the method100may be implemented for manufacturing any type of structure, substructure, assembly, or subassembly, without limitation. In addition, the method100may be implemented for manufacturing structural assemblies342for any type of application, and is not limited to aircraft production. In this regard, the method100may be implemented for manufacturing any type of movable or non-movable structure. Examples of movable structures include, but are not limited to, any type of land-based vehicle, any type of air vehicle including fixed-wing aircraft (e.g.,FIG.2) and rotary wing aircraft, any type of space vehicle, and any type of marine vessel. Examples of non-movable structures include, but are not limited to, buildings, architectural objects, utility structures such as wind turbines (e.g., turbine blades), and other types of generally non-movable objects. Shown inFIGS.3-11is an example of a wing240, which has a wing root242extending to a wingtip244. The wing240includes leading edge devices252, such as slats or leading edge flaps. The trailing edge includes the above-mentioned trailing edge devices, such as ailerons248and trailing edge flaps250. Referring toFIGS.3-9, the wing240has upper and lower skin panels300, each of which is coupled to internal structural components254(i.e., the mating structure340). In the present example, the internal structural components254of the wing240include a front spar260, a rear spar262, and a plurality of ribs256. In the example shown, the upper and lower skin panels300include spanwise skin stiffeners310(i.e., stringers). The outer surfaces of the upper and lower skin panels300serve as the outer mold line (OML) of the wings240, and define the aerodynamic shape of the wings240. During flight, the ribs256transfer aerodynamic loads on the skin panels300into the front spar260and the rear spar262, which are the primary load-carrying members of the wing240. Referring toFIGS.4-9, shown inFIGS.4-5are cross-sectional views of the wing240ofFIG.3, showing the skin stiffeners310coupled to the inner surfaces of the upper and lower skin panels300. As mentioned above, each skin stiffener310is comprised of stiffener flanges312and a stiffener web314. The stiffener flanges312are coupled to the skin panel inner surfaces302in a manner described below. Also shown inFIGS.4-5are the front spar260, the rear spar262, and the ribs256. Each rib256includes mouse holes to allow the stiffener webs314to pass through the rib256. The forward and aft end of each rib256includes rib flanges258for coupling the rib256respectively to the front spar260and the rear spar262, via mechanical fasteners452. In addition, the top and bottom side of each rib256has a series of rib flanges258(e.g., rib shear ties) for directly or indirectly coupling the rib256to the skin panels300on the upper and lower sides of the wing240. For example, as shown inFIG.6, the interface location320for some of the rib flanges258is on the skin panel inner surface302of the skin panels300. As shown inFIG.7, the interface location320for other rib flanges258of the same rib256is on the stiffener flanges312. At each interface location320, mechanical fasteners452are installed for fastening the skin panels300to the ribs256. Mechanical fasteners452are also used for fastening the skin panels300to the spar flanges264. FIGS.8-9are exploded views of the wing240showing an upper panel assembly268, a lower panel assembly270, and the internal structural components254, comprising the front spar260, the rear spar262, and the ribs256. InFIG.8, shown are the interface locations320on the lower panel assembly270where the skin panel300is attached to the front spar260, the rear spar262, and the ribs256.FIG.9shows the upper and lower panel assembly268,270in a nominal state282prior to attachment to the front spar260, rear spar262and ribs256. When the upper and lower panel assembly268,270are in the nominal state282and are attached to the internal structural components254at the interface locations320(e.g.,FIG.5), the skin panels300have an as-designed geometric shape, and each skin panel outer surface304has an as-designed nominal outer surface contour.FIGS.10-11show the lower panel assembly270, and the interface locations320where the lower panel assembly270is attached to the front spar260, the rear spar262, and the ribs256. Referring now toFIGS.12-14, shown inFIG.12is a partially exploded view of a portion of the lower panel assembly270, illustrating sacrificial material322for application or integration at each interface location320on the skin panel inner surface302and on the stiffener flanges312.FIG.13is a magnified view of a portion of the lower panel assembly270showing an example of the sacrificial material322applied to the interface locations320on the skin panel inner surface302and on the stiffener flanges312.FIG.14is a sectional view of the lower panel assembly270showing the sacrificial material322at the interface locations320. As described in greater detail below, the sacrificial material322is applied to, or integrated with, the panel assembly266at each interface location320. The sacrificial material322provides a means for manufacturing a structural assembly342such that the skin panel300has highly accurate thicknesses (i.e., nominal thicknesses306—FIGS.24-25) at the interface locations320. Advantageously, by manufacturing the structural assembly342such that the skin panel300has nominal thicknesses306at the interface locations320, the need to install shims between the skin panel300and the mating structure340is reduced or eliminated, as described in greater detail below. Referring toFIGS.15-17, the method100will now be described in the context of manufacturing a panel assembly266of a wing240formed of composite material. The panel assembly266is an upper panel assembly268(FIG.8) or a lower panel assembly270(FIG.8) of a wing240. However, as mentioned above, the method100is applicable for manufacturing structural assemblies342any one of a variety of different types of panel assemblies266formed of any type of material, including any type of metallic material and/or any type of non-metallic material. In manufacturing a composite wing240, the method100includes laying up a composite skin panel300on a mandrel surface502of a layup mandrel500. The mandrel surface502is shaped to the as-designed contour of the skin panel outer surface304. Each skin panel300is laid up by sequentially laying up individual plies (not shown) of composite material on the layup mandrel500. The composite material may be a fiber-reinforced polymer matrix material. In one example, the composite material is a prepreg material comprised of unidirectional reinforcing fibers pre-impregnated with resin. The reinforcing fibers may be formed of any one of a variety of materials, such as plastic, glass, ceramic, carbon, metal, or any combination thereof. The resin is a thermosetting resin or a thermoplastic resin, and may be formed of any one of a variety of organic or inorganic materials. In one example, the composite material is carbon-fiber-reinforced plastic (CFRP) prepreg. The skin stiffeners310(i.e., stringers) may be laid up separate from the laying up of the skin panel300, and may be formed of the same material or a different material than the skin panel300. In one example, the skin stiffeners310are laid up using plies of carbon-fiber-reinforced plastic (CFRP) prepreg, or other material that is compatible with the material of the skin panel300. The skin stiffeners310may be coupled to the skin panel300via co-curing or co-bonding to the skin panel inner surface302, or by secondarily bonding to the skin panel300(after curing). The method100includes applying sacrificial material322(FIGS.12-14) to the interface locations320on the panel assembly inner surface272, as described in greater detail below. As mentioned above, the interface locations320comprise locations where the panel assembly266(after curing) is to be attached to mating structure340. The sacrificial material322at each interface location320preferably has a footprint (e.g., a length and a width) that is approximately (e.g., within 10 percent) the same size as the footprint of the interface location320of the mating structure340to be attached to the panel assembly266at that interface location320. For example, the footprint of the sacrificial material322at an interface location320where a rib flange258(FIG.6) mates to the skin panel300is preferably the same size as the footprint of the rib flange258. Similarly, the footprint of the sacrificial material322at an interface location320where a rib flange258attaches to a stiffener flange312(FIG.7) is preferably the same size as the footprint of the rib flange258at that location. Likewise, the footprint of the sacrificial material322at an interface location320where a spar flange264(FIG.5) mates to the skin panel300is preferably the same size as the footprint of the spar flange264at that location. Alternatively, the sacrificial material322at each interface location320preferably has a footprint that is no smaller than the footprint of the interface location320of the mating structure340at that interface location320. The sacrificial material322is applied at each interface location320in a thickness such that, after machining (as described below), the skin panel300has nominal thicknesses306(FIGS.24-25) at each interface location320. In addition, the sacrificial material322is applied at each interface location320in a thickness that, prior to machining, results in the combined thickness of the skin panel300and the sacrificial material322being greater than the maximum thickness tolerance at that interface location320. In one example, the sacrificial material322is applied in a pre-machined thickness of no less than 0.12 inch at each interface location320, in a manner described below. However, the sacrificial material322may be applied in any pre-machined thickness, and is not limited to a pre-machined thickness of no less than 0.12 inch. The sacrificial material322may be formed of any material, and preferably sacrificial material322that is easily machinable (e.g., aluminum, fiberglass, etc.). In addition, the sacrificial material322is preferably mechanically and chemically stable during manufacturing, and when exposed to the service environment of the panel assembly266. For example, the sacrificial material322is preferably non-compressible or non-deformable by more than 10 percent (i.e., in the thickness direction) when in service. Furthermore, the sacrificial material322preferably has a melting temp that is below the service temperature of the panel assembly266. In addition, the sacrificial material322is preferably non-outgassing in the service environment of the panel assembly266, and/or is non-dissolvable when exposed to the elements. Other preferable mechanical properties include a coefficient of thermal expansion (CTE) that is approximately (e.g., ±20 percent) of the CTE of the material of the panel assembly266, at least within the service temperature range of the panel assembly266. Examples of the sacrificial material322include, but are not limited to, fiber-reinforced polymer matrix material (i.e., composite material) such as fiberglass or CFRP. Other examples include non-fibrous polymeric material, such as epoxy or moldable plastic. In another example, the sacrificial material322may comprise non-polymeric material, or metallic material (e.g., aluminum). Still other examples include fiber metal laminate, including GLARE™, described as glass-aluminum-reinforced epoxy. The sacrificial material322for each interface location320may be separately manufactured, and/or co-cured, co-bonded, or secondarily bonded to each interface location320. In one example, the sacrificial material322may be applied by sequentially laying up a localized stack of plies (not shown) of fiber-reinforced polymer matrix material at each of the interface location320. The fiber-reinforced polymer matrix material may be a fiberglass material, a carbon-fiber-reinforced polymeric material, or other material. The method100may include laying up additional, localized plies of the same material (e.g., CFRP) as the skin panel300, or laying up localized plies of a different material than the skin panel300. In another example, the method100may include separately laying up the sacrificial material322for each interface location320, and then installing the uncured sacrificial material322at the interface locations320, followed by co-curing or co-bonding with the panel assembly266(i.e., the skin panel300and the skin stiffeners310), using the arrangement shown inFIGS.15-16. Alternatively, the method100may include separately laying up and pre-curing the sacrificial material322for each interface location320, and then secondarily bonding the sacrificial material322to the cured panel assembly266. Referring toFIGS.15-16, after laying up the skin panel300and locating the skin stiffeners310on the skin panel inner surface302, a vacuum bag504and other processing layers (e.g., breather fabric, release film, etc.) are applied over the layup components, and the side edges of the vacuum bag504are sealed to the layup mandrel500using a bag sealant506. Vacuum pressure is applied to the interior of the vacuum bag504via a vacuum source508. The application of vacuum pressure results in compaction pressure510on the skin panel300. Heat512is applied to initiate and/or promote the curing of the composite material of the skin panel300and/or skin stiffeners310. During layup and curing, the skin panel outer surface304assumes the contour of the mandrel surface502. Referring toFIG.17, shown is an example of the panel assembly266after curing is complete, and after the vacuum bag504and other layup components have been removed. As can be seen, the post-cured panel assembly266exhibits springback514, in which the panel assembly266assumes a geometric shape that is different than the geometric shape of the panel assembly266in the nominal state282, shown in phantom lines. InFIG.17, the springback514manifests as a decrease in the radius of curvature of the skin panel300, relative to the radius of curvature of the skin panel300in the nominal state282. Springback514occurs after curing, when the panel assembly266is released from forces (i.e., compaction pressure510) that hold the panel assembly266against the layup mandrel500. Springback514occurs primarily as a result of a mismatch in the CTE of the resin relative to the CTE of the reinforcing fibers of the composite material. In the case of a metallic panel assembly (not shown), springback514may occur when the metallic panel assembly is released from forming forces (e.g., brake-forming, hydroforming, etc.), causing the metallic panel assembly266to take on a geometric shape that is different than the geometric shape of the metallic panel assembly266in the nominal state. It should be noted that, in addition to springback, other forces may cause the panel assembly266in the free state280to assume a geometric shape that is different than the geometric shape of the panel assembly266in the nominal state282. For example, changes in the orientation of the panel assembly266and/or the manner in which the panel assembly266is supported (e.g., fixturing) may cause the panel assembly266to assume a geometric shape that is different than the geometric shape of the panel assembly266in the nominal state282due to gravity and/or locally applied loads. It should also be noted that although the panel assembly266in the present example is configured such that the skin panel outer surface304has a convex shape, in other examples not shown, the presently-disclosed method100may be implemented for a panel assembly266in which the skin panel outer surface304has a concave shape, or any other shape, including any simply curved shape or any complexly curved shape. Referring toFIG.18, after initially forming the panel assembly266, step102of the method100(FIG.1) includes supporting the panel assembly266in a free state280using a holding fixture350in which the panel assembly266is supported in a geometric shape that is different than the geometric shape of the panel assembly266in the nominal state282(e.g., shown in phantom inFIG.17). When the panel assembly266is in the nominal state282, the skin panel outer surface304has a nominal outer surface contour. InFIG.18, the holding fixture350is configured as an orthogonally-shaped picture frame tool352, comprised of a pair of horizontally-oriented beams interconnected on opposite ends by a pair of vertically-oriented beams. In this example, step102comprises supporting the panel assembly266at attachment locations along the perimeter edges308. The picture frame tool352has a plurality of support arms354located at spaced intervals along the beams. The panel assembly266is supported by at least two support arms354at each attachment location. Each support arm354is telescopically adjustable in length to allow the holding fixture350to adapt to panel assemblies266of different sizes and/or shapes. Once adjusted, the length of each telescopically adjustable support arm354is locked. After the panel assembly266is loaded into the holding fixture350, the holding fixture350may be rotated from a horizontal orientation (e.g.,FIG.10) to the vertical orientation shown inFIG.18, to facilitate further processing (e.g., scanning, machining, drilling, trimming, etc.) of the panel assembly266in the manner described below. Although shown and described as a picture frame tool352having support arms354, the holding fixture350may be provided in any one of a variety of sizes, shapes, and configurations, and is not limited to a picture frame tool352for supporting a panel assembly266of a wing240. Referring toFIGS.19-21, step104of the method100(FIG.1) includes acquiring a free state outer surface contour372of the panel assembly266by scanning the skin panel outer surface304of the skin panel300while the panel assembly266is supported in the free state280by the holding fixture350. In the example shown, the skin panel outer surface304is scanned using a scanning device368that is supported by a robotic arm362of a robotic device360. The robotic device360is movable along a track364located on one side of the holding fixture350. Although shown supported by a robotic device360, the scanning device368may be supported by alternative means, such as a gantry system (not shown), or other automated and/or programmable controlling device. In the example ofFIG.21, the scanning device368is a laser line scanner. However, the skin panel outer surface304may be scanned using any type of three-dimensional (3D) metrology system366, and is not limited to scanning via a laser line scanner. For example, the skin panel outer surface304may be scanned using a laser radar device, a surface profiler, a photogrammetry system, or any one of a variety of other types of metrology systems366for acquiring a digital representation of the three-dimensional shape of an object. During or after scanning, a processor370(FIG.22) generates a digital representation of the free state outer surface contour374of the panel assembly266based on the scanning data received from the scanning device368. Referring toFIGS.22-25, step106of the method100(FIG.1) includes developing, using a processor370, a numerically controlled (NC) machining program (i.e., a free state NC machining program388) having cutter paths402(FIG.20) configured for machining the interface locations320to an inner surface contour (i.e., a free state inner surface contour382—FIG.28) that reflects the nominal thicknesses306(FIG.28) based off of the free state outer surface contour372. The cutter paths402of the free state NC machining program388are configured for machining the interface locations320on the skin panel300, and machining the interface locations320on the stiffener flanges312. As mentioned above, the free state outer surface contour372is acquired by scanning the skin panel outer surface304while the panel assembly266is supported in the free state280by the holding fixture350. As shown inFIG.23and mentioned above, the geometric shape of the panel assembly266in the free state280is different than the geometric shape of the panel assembly266in the nominal state282. In the example shown, the radius of curvature of the skin panel outer surface304in the free state280is smaller than the radius of curvature of the skin panel outer surface304in the nominal state282. One process for performing step106of developing the NC machining program comprises: creating cutter paths402(FIG.28) of a new free state NC machining program388mapped to a digital representation of the free state inner surface contour384. The processor370generates the digital representation of the free state inner surface contour384by offsetting nominal thicknesses306(i.e., the as-designed thicknesses) of the panel assembly266from the digital representation of the free state outer surface contour372acquired during scanning. More specifically, the processor370offsets the nominal thicknesses306of the panel assembly266respectively from each of a plurality of points in the digital representation of the free state outer surface contour372. The nominal thicknesses306of the panel assembly266are extracted from a computer-aided-design (CAD) model376of the panel assembly266. FIG.24shows a portion of the panel assembly266in the nominal state282, and illustrates the nominal thicknesses306at different interface locations320on the panel assembly266.FIG.25shows the same portion of the panel assembly266in the free state280, and illustrates the free state inner surface contour382, which is generated by offsetting the nominal thicknesses306(FIG.24) of the panel assembly266from the free state outer surface contour372. In above-describe example of performing step106, the nominal thicknesses306are used as a proxy for generating the inner surface contour of the panel assembly266. The resulting cutter paths402of the new free state NC machining program388are configured to machine the sacrificial material322at the interface locations320in a manner such that the panel assembly266has nominal thicknesses306at each interface location320, thereby reducing or eliminating the need for shimming of gaps that may otherwise occur at the interface locations320when the panel assembly266is attached to mating structure340. In addition, the cutter paths402of the free state NC machining program388are configured to machine the sacrificial material322at the interface locations320in a manner such that when the panel assembly266moves into the nominal state282during attachment to the mating structure340, the effects of springback514(FIG.17) are reversed, and the skin panel outer surface304assumes the nominal state (i.e., the as-designed contour) of the skin panel outer surface304. An alternative process for performing step106of developing the free state NC machining program388comprises: adjusting, using the processor370, the cutter paths402of an existing nominal state NC machining program386in a manner reflecting differences between the free state outer surface contour372(FIG.23) and the nominal state outer surface contour378(FIG.23) of the panel assembly266in the nominal state282. The cutter paths402of the nominal state NC machining program386are originally configured for machining the interface locations320of the panel inner surface of the skin panel300to the nominal state282inner surface contour when the skin panel300is in the nominal state282. In this alternative process, for each point on the skin panel outer surface304, the processor370calculates the differences between the digital representation of the free state outer surface contour372and the digital representation of the nominal state outer surface contour378. As mentioned above, the digital representation of the free state outer surface contour372is a result of scanning the panel assembly266while supported in the free state280by the holding fixture350. The digital representation of the nominal state outer surface contour378is extracted from the CAD model376of the panel assembly266. The processor370adjusts the cutter paths402of the nominal state NC machining program386to account for differences between the free state outer surface contour372and the nominal state outer surface contour378. For example, for each point along the cutter paths402of the nominal state NC machining program386, the processor370adjusts the spatial location (i.e., the three-dimensional location) of the cutter400at each point along the cutter paths402. In addition, for each point along the cutter paths402of the nominal state NC machining program386, the processor370may also adjust the spatial orientation (i.e., the three-dimensional orientation) of the cutter400to be locally perpendicular to the surface being machined. Referring toFIGS.26-28, step108of the method100(FIG.1) includes machining the sacrificial material322at the interface locations320by moving a cutter400along the cutter paths402(FIG.28) of the free state NC machining program388while the panel assembly266is supported in the free state280by the holding fixture350, and while the cutter400is backed by a backing device410applying backing pressure against the skin panel outer surface304. In the example shown, the cutter400is supported by a robotic arm362of a robotic device360on one side of the holding fixture350, and the backing device410is supported by a robotic arm362of a robotic device360on an opposite side of the holding fixture350. Each robotic device360is independently movable along a track364. However, the cutter400and the backing device410may be supported using any one of a variety of means, and are not limited to being supported by robotic devices360. For example, the cutter400and the backing device410may each be independently movable by a gantry system (not shown), or other automated and/or programmable controlling device. In the example ofFIG.28, the cutter400is a high-speed rotary cutter400, such as an end mill. However, the cutter400may be provided in any one of a variety of alternative devices for machining the sacrificial material322. The backing device410is configured to apply backing pressure at the skin panel outer surface304opposite the cutter400on the skin panel inner surface302. The backing device410is configured to move in a coordinated manner with the cutter400as the cutter400moves along the cutter paths402on the opposite side of the skin panel300. The backing device410is configured to remain in alignment with the cutter400as the cutter400moves along the cutter paths402. For example, the centerline or axis of the backing device410remains parallel to and/or generally aligned with the centerline or axis of the cutter400during the machining process. The application of backing pressure by the backing device410prevents the panel assembly266from moving in response to pressure applied by the cutter400against the skin panel300. In the example shown, the backing device410is a sphere412configured to roll along the skin panel outer surface304and apply backing pressure equal in magnitude to the pressure applied by the cutter400on the opposite side of the skin panel300. However, the backing device410may be provided in alternative configurations for applying backing pressure to counteract the cutter400. For example, the backing device410may be configured to direct a stream of fluid (not shown) against the skin panel outer surface304to counteract the pressure applied by the cutter400on the opposite side of the skin panel300. Referring toFIG.29, step108of machining the sacrificial material322may include machining into the skin panel300at one or more of the interface locations320. In this regard, in order to achieve the nominal thickness306at a given interface location320, the cutter path402may be such that the cutter400machines off the entire thickness of the sacrificial material322at that interface location320, and then machines into the skin panel300, until achieving the nominal thickness. InFIGS.29-32, shown are several examples of the different types of surfaces that may be machined on the sacrificial material322at the interface locations320. For example,FIG.29illustrates machining the panel assembly266to achieve a nominal thickness306that is a constant thickness420at all points of the interface location320.FIG.30illustrates an example of an interface location320in which the sacrificial material322has been machined to several different nominal thicknesses306, to result in a linear tapered thickness422.FIG.31illustrates an example in which the sacrificial material322has been machined to result in a planar surface424.FIG.32illustrates an example of a ruled surface426machined into the sacrificial material322. Although the ruled surface is shown as a cylindrical surface, other types of ruled surfaces (e.g., a conical surface) may be machined into the sacrificial material322. In still other examples, a complex surface with different radii of curvature may be machined into the sacrificial material322. Still other examples of surfaces machined by the cutter400include non-uniform rational B-spline (NURBS) surfaces, smooth and continuous surfaces, or any one of a variety of other types of surfaces that achieve nominal thicknesses306at the interface locations320. The type of surface that is machined at each interface location320may be dictated in part by the surface of the mating structure340at that location. After machining the inner surface of the panel assembly266, the panel assembly266is removed from the holding fixture350, and assembled to the mating structure340(e.g.,FIGS.37-39) via a drill-on-assembly process. The panel assembly266may include one or more datum features (not shown) to facilitate the indexing or aligning of the panel assembly266with the mating structure340(FIG.37). Once the panel assembly266is indexed to the mating structure340, fastener holes440(FIG.37) are installed at the interface locations320. Pin elements450(e.g., tooling pins, temporary fasteners, reusable fasteners such as Clecos™, undersize fasteners, full-size fasteners, etc.) are installed in the fastener holes440(FIGS.40-41) at the interface locations320between the panel assembly266and the mating structure340, in a manner causing the geometric shape of the panel assembly266to transition into the nominal state282(FIG.40). Referring toFIGS.33-34, as an alternative to the drill-on-assembly process described above, the method100includes drilling a pattern of fastener holes440, datum features, index holes442, and/or pilot holes in the panel assembly266while supporting the panel assembly266in the free state280using the holding fixture350. For example, the method100includes drilling a pattern of undersized fastener holes or full-size fastener holes at the interface locations320of the panel assembly266. In the example ofFIGS.33-34, the panel assembly266is drilled using a drilling device430supported by a robotic arm362of a robotic device360that is movable along a track364, similar to the arrangement shown inFIGS.19-20. However, the drilling device430may be movable via a gantry system (not shown), or other automated and/or programmable controlling device. The drilling device430is configured to drill fastener holes440, index holes442, pilot holes, and/or other datum features in the panel assembly266. Examples of datum features include keyholes, slots, grooves, or any other type of indexing feature for aligning the panel assembly266with the mating structure340(FIG.37). The fastener holes440drilled into the panel assembly266are configured to align with fastener holes (not shown) pre-installed in the mating structure340. When the panel assembly266is in the nominal state282, the fastener holes440in the panel assembly266are configured to align with fastener holes440in the mating structure340, as described in greater detail below. Mechanical fasteners452are installed in the fastener holes440at the interface locations320to thereby attach the panel assembly266to the mating structure340. The method100optionally includes developing a free state NC hole-drilling program390(FIG.22) for drilling a pattern of fastener holes440into the panel assembly266while supported in the free state280via the holding fixture350. The free state NC hole-drilling program390may be generated by adjusting an existing nominal state NC hole-drilling program (not shown) originally configured for drilling a pattern of fastener holes440in the panel assembly266when in the nominal state282. Similar to the above-described process for generating the free state NC machining program388, the nominal state NC hole-drilling program is adjusted by an amount reflecting differences between the free state outer surface contour372and the nominal state outer surface contour378of the skin panel300in the nominal state282. For example, the adjustment of the nominal state NC hole drilling program comprises adjusting the three-dimensional location and three-dimensional orientation of the hole centerline of each fastener hole. The drilling device430is configured to drill the pattern according to the free state NC hole-drilling program390while the panel assembly266is supported in the free state280by the holding fixture350. The pattern is drilled in a manner such that when the panel assembly266is moved into the nominal state282, the fastener holes440in the panel assembly266will align with the fastener holes440in the mating structure340. Referring toFIGS.35-36, in addition to machining and optionally drilling the panel assembly266, the method100may further include trimming the skin panel300by moving a trimming device460along final trim lines462of the skin panel300while the panel assembly266is supported in the free state280via the holding fixture350. In the example shown, the final trim lines462are located inboard of the perimeter edges308. The panel assembly266may be trimmed using a trimming device460supported by a robotic arm362of a robotic device360movable along a track364. However, the trimming device460may be moved by a gantry system (not shown) or other suitable means, such as an automated and/or programmable controlling device. Trimming of the panel assembly266may include forming one or more openings (e.g., access holes, inspection holes—not shown) in the skin panel300. During trimming, the panel assembly266remains supported by the holding fixture350by narrow tabs464located at spaced intervals along the final trim lines462. After the panel assembly266is removed from the holding fixture350, the tabs464are severed to thereby separate the trimmed-off portions from the trimmed skin panel300. The method100may optionally include developing a free state NC trimming program392(FIG.22) for trimming the panel assembly266while supported in the free state280using the holding fixture350. Similar to the above-described process for developing the free state NC hole-drilling program390, the free state NC trimming program392may be developed by adjusting an existing nominal state NC trimming program (not shown) originally configured for trimming the panel assembly266when in the nominal state282. The nominal state NC trimming program is adjusted by an amount reflecting differences between the free state outer surface contour372and the nominal state outer surface contour378of the skin panel300. After the panel assembly266is removed from the holding fixture350after machining, drilling, and (optionally) trimming, the method100further includes indexing the mating structure340and the panel assembly266to each other, using one or more datum features, such as index holes442formed in the panel assembly266and/or in the mating structure340. Indexing the mating structure340and the panel assembly266to each other comprises either: indexing the mating structure340to the panel assembly266, or indexing the panel assembly266to the mating structure340. The mating structure340is provided with fastener holes440(FIGS.40-41) at interface locations320on the mating structure340. Once the panel assembly266and the mating structure340are indexed to each other, the method100includes installing pin elements450(e.g., tooling pins, temporary fasteners, full-size fasteners, etc.) in the fastener holes440at the interface locations320to couple the panel assembly266to the mating structure340. The mating structure340is preferably built to nominal dimensions. As a result, the process of fastening the panel assembly266to the mating structure340at the interface locations320causes the geometric shape of the panel assembly266to transition into the nominal state282(e.g.,FIG.41). Referring toFIGS.37-41, shown is a process for assembling a wing240of an aircraft200. As mentioned above, the wing240is an aerostructure202having an upper panel assembly268and a lower panel assembly270. The process of manufacturing the wing240includes separately machining, drilling, and (optionally) trimming each of the upper and lower panel assemblies268,270while supported in the free state280by the holding fixture350. After removal from their holding fixtures350, the method100includes indexing the upper and lower panel assemblies268,270and the mating structure340to each other. In one example of assembling the wing240, the lower panel assembly270is supported in a free state280(FIGS.38-39) by a panel assembly fixture (not shown), and the front spar260, rear spar262, and ribs256are indexed to the lower panel assembly270. The ribs256are fastened to the front spar260and the rear spar262to thereby form a ladder assembly276(FIG.37), and pin elements450(e.g., temporary fasteners, full-size fasteners, etc.) are installed in the fastener holes440at the interface locations320between the lower panel assembly270and the front spar260, the rear spar262, and the ribs256. Although not shown, fastener holes are pre-installed in the spar flanges264of the front and rear spars260,262, and in the rib flanges258of the ribs256. The spars260,262and ribs256of the ladder assembly276are preferably built to nominal dimensions, which results in the lower panel assembly270gradually conforming to its nominal state282(FIG.40) as the pin elements450(e.g., temporary fasteners, full-size fasteners, etc.) are installed at the interface locations320, as shown inFIG.41. After the spars260,262and ribs256are attached to the lower panel assembly270, the upper panel assembly268in the free state280(FIGS.38-39) is indexed to the ladder assembly276, and pin elements450are installed in the fastener holes440at the interface locations320, thereby conforming the upper panel assembly268into its nominal state282(e.g.,FIGS.40-41). In an alternative example of manufacturing the wing240, the spars260,262and ribs256are sequentially indexed and attached to the upper panel assembly268to thereby form the ladder assembly276, after which the lower panel assembly270is indexed and attached to the ladder assembly276. In still another example of manufacturing the wing240, the front spar260, the rear spar262, and the ribs256are interconnected to form the ladder assembly276, after which the upper or lower panel assembly268,270is indexed and fastened to the ladder assembly276, followed by indexing and fastening the remaining upper or lower panel assembly268,270to the ladder assembly276.FIG.41shows a portion of the wing240structural assembly342after installation of the fasteners452into the fastener holes440at the interface locations320. Also shown is the post-machined sacrificial material322, resulting in nominal thicknesses306at each interface location320. As mentioned above, because the front spar260, the rear spar262, and the ribs256are built to nominal dimensions, and because the panel assembly266(i.e., the sacrificial material322) is machined to nominal thicknesses306at each interface location320, the occurrence of gaps between the panel assembly266and the rib256and spar flanges264is reduced or eliminated, which reduces or eliminates the need for shimming, as is typically required in conventional manufacturing and assembly methods. Any gaps that do occur are preferably within design allowances, such that shimming is unnecessary. A further advantage of machining each panel assembly266to its nominal thicknesses306is that all panel assemblies266can be interchangeably used with any mating structure340of the same configuration. For example, in the case of a wing240, the ability to machine each upper panel assembly268and lower panel assembly270to nominal thicknesses306allows for the interchangeability of the upper and lower panel assembly268,270with any ladder assembly276of the same configuration, such that no panel assembly is limited to use on a single production unit. In addition to the interchangeability of panel assemblies266and reducing the need for shimming, the presently-disclosed method100results in structural assemblies342(e.g., wings240, horizontal stabilizers218, etc.) that have highly accurate (i.e., nominal) surface contours. In aircraft production, the ability to produce highly accurate surface contours translates into improved aerodynamic performance of the aircraft200. For example, the ability to manufacture the wings240to an as-designed aerodynamic contour reduces or eliminates the occurrence of drag-generating discontinuities (e.g., steps) that may otherwise occur in the outer mold line (OML). In addition to aerodynamic performance benefits, the use of sacrificial material322in the presently-disclosed method100results in significant savings in manufacturing costs and production flow time. For example, the ability to perform the steps of machining, trimming, and drilling in one tool setup, without unloading the panel assembly266from the holding fixture350and without changing the orientation of the panel assembly266, results in significant savings in manufacturing costs and production flow time. Many modifications and other versions and examples of the disclosure will come to mind to one skilled in the art to which this disclosure pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. The versions and examples described herein are meant to be illustrative and are not intended to be limiting or exhaustive. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. Functionally equivalent methods and apparatuses within the scope of the disclosure, in addition to those enumerated herein, are possible from the foregoing descriptions. Such modifications and variations are intended to fall within the scope of the appended claims. The present disclosure is to be limited only by the terms of the appended claims, along with the full scope of equivalents to which such claims are entitled. | 48,338 |
11858662 | DETAILED DESCRIPTION The present disclosure more fully describes various embodiments with reference to the accompanying drawings. It should be understood that some, but not all embodiments are shown and described herein. Indeed, the embodiments may take many different forms, and accordingly this disclosure should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Like numbers refer to like elements throughout. I. Overview Various embodiments are directed to systems, apparatuses, methods, and computer storage media for performing or facilitating the autonomous inspection and maintenance of UAVs. In one aspect, a system is disclosed comprising a UAV deployment vehicle, an inspection station (also referred to herein as a drone diagnosis system) comprising at least one imaging sensor configured to collect structural integrity data and at least one directional-force sensor (also referred to herein as a weight or force sensor) configured to collect flight parameter data. The system may also comprise a computer processing component communicatively coupled to the inspection station and configured to receive the structural integrity data from the inspection module and determine if a structural integrity of the UAV exceeds a structural integrity threshold, and receive the flight parameter data from the inspection module and determine if a flight parameter exceeds a flight parameter threshold. II. Operating Environment FIG.1illustrates one aspect of a UAV control system10, any one or more portions of which are the subject of the present disclosure. In some aspects, the UAV control system10facilitates the safe and effective operation of UAVs, particularly when a single UAV, such as a UAV100, executes multiple missions. In such a case, as described above, it may be desirable or necessary to inspect the UAV between missions. The UAV control system10comprises multiple components, modules, stations, and the like, that cooperate to provide a single, consolidated base of operations for deployment of the UAV(s). In aspects, the UAV control system10may generally comprise a vehicle20and a rail system200coupled to the vehicle20. In other aspects, the UAV control system may be a fixed terrestrial system (i.e., not capable of being moved without being placed on a movable object), or a semi-mobile terrestrial system (i.e., on a trailer, capable of being towed, but without the inherent ability to do so). In any aspect, the rail system may be said to be divided into a plurality of portions, such as a recovery portion202, an inspection portion, and a launch portion206. The recovery portion202is configured to allow the approaching UAV100to be guided into and/or onto the rail system200. In some aspects, the recovery portion202may also comprise an unloading opening that allows empty cargo or cargo carriers, such as a parcel carrier to be returned to the inside of the vehicle20. The inspection portion204comprises the drone diagnosis system, which will be discussed in greater detail herein. In some aspects the inspection portion204may comprise a hangar400to at least partially house one or more diagnostic components used to perform one or more inspections, tests, and/or checks on the UAV100. Depicted as being aft of the inspection portion204, the rail system may comprise a launch portion206, which is configured to facilitate the UAV100taking off from the vehicle20. In some aspects, the launch portion206may a loading opening that allows cargo or a cargo carrier, such as the parcel carrier carrying a parcel30, to be retrieved from the inside of the vehicle20and coupled to the UAV100prior to takeoff. III. Unmanned Aerial Vehicle The present disclosure provides for a drone diagnosis system. As introduced above, the drone diagnosis system may be a component on a UAV control system, wherein the UAV control system may further comprise a recovery component, unloading component, cargo component, inspection component, and launching component, all of which are configured to facilitate safe and effective operation of a UAV. Throughout this disclosure, “unmanned systems” include systems that are capable of operating for at least a period of time without input from an on-board human. Unmanned systems may include terrestrial, aquatic, or aerial vehicles (UAVs). An unmanned system may sometimes include a human on board that is capable of taking control of the unmanned vehicle or that provides instructions to the unmanned system. Some unmanned systems may operate without a human on board, but may be controlled or partially controlled remotely by a human pilot/operator. Some unmanned systems may operate autonomously by receiving instructions from a computer program. Thus, to complete an objective, an unmanned system may operate autonomously, under the guidance of received instructions, or under partial or total control of a human operator. The word “drone” may be considered to be synonymous with “unmanned system,” generally, or “UAV,” specifically, as used herein. One example of a UAV appropriate for use in the present disclosure is a multi-rotor aerial vehicle capable of Vertical and/or Short Take-Off and Landing (VSTOL) operations. That is, the UAV may operate more similarly to a helicopter than a conventional airplane, in that it may achieve vertical lift with necessitating sufficient horizontal acceleration to generate enough lift for takeoff, referred to herein as Conventional Take Off and Landing (CTOL). The UAVs illustrated herein are shown as having six rotors; however, it is expressly conceived that UAVs compatible for use with the presently disclosed drone diagnosis system may have any number of rotors, or may be a fixed-wing aircraft, whether or not the UAV is capable of VSTOL operations or CTOL operations, or some combination of both. As used in this disclosure, the word “delivery” is intended to mean both “to drop off” and “to pickup,” unless one of the options is impracticable. For example, a “delivery vehicle” is a vehicle capable of picking up a parcel and dropping off a parcel at a location. At a high level, the present technology describes a drone diagnosis system that may be used to facilitate the safe and effective operation of UAVs. Specifically, the drone diagnosis system may be equipped and/or configured to perform any one or more diagnostic tests, inspections, queries, etc., on a UAV with little or no human intervention. Accordingly,FIG.2shows a perspective view of a UAV100and a parcel carrier200, which is configured to be coupled to the UAV100and to engage a parcel to enable UAV-based delivery of the parcel. In aspects, and as further explained in U.S. patent application Ser. No. 15/582,200, the entirety of which is incorporated herein by reference, the parcel carrier200is configured to be temporarily secured to the UAV100for transporting a parcel30(FIG.1) and may include a power supply configured to power the UAV100when the parcel carrier200is engaged with the UAV100. In other aspects, the power source may be incorporated or detachably coupled to the UAV100, instead of, or in addition to the power source located in or coupled to the parcel carrier200. The UAV100may be said to generally comprise a UAV chassis110and a plurality of propulsion members102extending outwardly from the UAV chassis110. In some aspects, the propulsion members102may comprise one or more rotors or rotor heads, configured to cyclically operate one or more propellers104. In aspects, the propellers104may be fixed pitch propellers, wherein the UAV100may achieve various levels of thrust by modifying the rpm and/or torque of the rotor. In other aspects, the propellers104may be variable/controllable pitch propellers (CPP), wherein the UAV100may achieve various levels of thrust by maintaining a substantially constant rpm but changing the pitch of the propellers104. The UAV chassis110generally defines a body of the UAV100, which the propulsion members102are configured to provide and maintain lift and propulsion during flight. The propulsion members102may be operable between an “on” configuration, in which the propulsion members102may operate at variable speeds and/or pitches lift to the UAV100, and an “off” configuration, in which the propulsion members are stationary and/or do not provide lift to the UAV100. In yet other aspects, the propulsion member may comprise any one or more portions of a directed/vectored thrust system that utilizes engine exhaust (whether directionally variable or fixed) to provide thrust. According to various embodiments, the UAV chassis110may be formed from any material of suitable strength and weight (including sustainable and reusable materials), including but not limited to composite materials, aluminum, titanium, polymers, and/or the like, and can be formed through any suitable process. Each of the plurality of propulsion members102are coupled to and extend around a perimeter of an upper portion114of the UAV chassis110(best seen inFIG.3). Each of the plurality of propulsion members102includes a propeller104that is positioned within a propeller guard. Each propeller104is comprised of a plurality of blades that are configured to rotate within the propeller guard to provide lift and facilitate flight of the UAV100. In the illustrated embodiment, the propeller guards circumscribe the propellers104as the propellers104rotate, which may assist in preventing inadvertent contact between the propellers104and various objects that the UAV100may encounter during flight. While the embodiment depicted inFIG.2depicts the propellers104as including three blades that are configured to rotate within the propeller guards, it should be understood that the propellers104may include any suitable number of blades configured to rotate within the propeller guards and provide sufficient lift to the UAV100. In the illustrated embodiment, the propulsion members102are electrically powered (e.g., by an electric motor that controls the speed and/or pitch at which the propellers104rotate). However, as will be recognized, the propulsion members102may be powered by internal combustion engines driving an alternator, hydrogen fuel-cells, and/or the like. In some aspects, the propulsion members may be fixed to the UAV chassis110in a particular configuration; in other aspects, each of the propulsion members102is pivotally coupled to the UAV chassis110at a joint such that each of the propulsion members102may rotate and/or pivot with respect to the UAV chassis110. As seen inFIG.3, the UAV chassis110may define an upper portion114, a lower portion118(positioned below the upper portion114), and a throat portion115(positioned vertically between the upper portion114and the lower portion118). Further, the UAV chassis110may be generally considered to house the one or more control and flight systems necessary for UAV operation. In some aspects, such as the one illustrated inFIGS.2-3, the lower portion118of the UAV chassis110may be configured to receive and engage the parcel carrier200or any other similar cargo-carrying device or payload. In the illustrated embodiment, the lower portion118extends downwardly from the UAV chassis' upper portion114and resembles a hollow, oblique pyramid-shaped member. The lower portion118defines an internal cavity that extends upward into the lower portion118. The internal cavity defines a bottom opening through which the internal cavity may be accessed. At least a portion of the parcel carrier200may be inserted through the opening and into the internal cavity in order to detachably couple the parcel carrier200to the UAV chassis110. The UAV100may further include one or more landing gear116. In the illustrated embodiment, the landing gear116are provided on an underside or downward-facing side of the upper portion114of the UAV chassis. In the illustrated embodiment, the landing gear116comprise a pair of rollers oriented to face downward in the vertical direction. In some embodiments, the rollers of the landing gear116may be powered by the UAV in order to move the UAV along the rail system200. In some aspects, the landing gear116may work cooperatively with the throat portion115to establish and maintain a relative position of the UAV on the rail system200. In other aspects, the landing gear116may also be positioned on opposing vertical sides of the throat portion115of the UAV chassis such that the landing gear116straddle the reduced width portion115. Furthermore, in various other embodiments, the landing gear116may comprise other devices configured for engaging the rail system200, such as bearings, casters, and/or the like, that rotate with respect to the UAV chassis110, which may assist in moving the UAV chassis110while the UAV is engaged with the rail system200. As illustrated inFIG.3, the UAV100may comprise one or more sensors164, one or more communication ports166, and one or more cameras168. Though illustrated on the lower portion118, it is contemplated that the one or more sensors164, the one or more communication ports166, and/or the one or more cameras168may be positioned on any suitable portion of the UAV chassis110, or the UAV100, generally. In aspects, the one or more sensors164may comprise a flight control sensor, such as an accelerometer, compass, gyro, positioning system, or the like. In other aspects, the sensor164may comprise a landing sensor, such as a pressure sensor, proximity sensor, or the like, that may be configured to provide an input for determining a proximity or position of the UAV100with respect to the rail system200. The communication port166provides a means for communicating with external systems, computers, components, modules, or the like. The communication port166may take the form of a wired port (e.g., a female port to receive a corresponding male connection), or a wireless port (e.g., NFC, Bluetooth, IR, or the like). The one or more cameras168may be utilized by the UAV100to provide navigational input to the flight control system, may be utilized to photograph items of interest to users/customers, etc. The UAV100may also IV. UAV Control System Turning now toFIG.4, a perspective view of an exemplary aspect of the vehicle-borne UAV control system10is illustrated. As illustrated, the UAV control system10comprises at least one rail system200coupled to an outer-facing surface22(e.g., a roof) of the vehicle20(e.g., a parcel delivery vehicle). Though referred to herein in the context of a vehicle-borne platform, it is conceived that the presently disclosed subject matter could be implemented on other platforms, as disclosed herein. The rail system200may comprise a single pair of rails210or a plurality of pairs of rails, as illustrated. Each pair of rails210may be coupled to the outer-facing surface30via a plurality of legs214. In some aspects, the pair of rails210may comprise a locomotive component213configured to traverse the UAV100from one portion of the rail system200to another. In the illustrated embodiment, the locomotive component213is shown as a plurality of successive, powered rollers, configured to engage with the throat portion115of the UAV100and move the UAV100progressively aft, relative to the outer-facing surface22, after being recovered. The rail system200may be said to be divided into and characterized by a plurality of functional portions. The fore-most portion of the rail system200may comprise a recovery portion202. Moving aft, the rail system200may comprise an unloading portion203, an inspection portion204, and a launch portion206. The recovery portion202is configured to permit the UAV100to land on and/or enter the rail system200. In aspects, the recovery portion202may be characterized by a widened opening and guide that is configured to catch and guide the throat portion115of the UAV100into the properly cooperative orientation with respect to the locomotive component213. Upon successful recovery and engagement with the rail system200, the rail system200may, via operation of the locomotive component213, traverse the UAV100from the recovery portion202to the unloading portion203. The unloading portion203may comprise a first opening14for receiving empty cargo or cargo carriers. For example, the UAV100may be configured to perform parcel delivery missions using the parcel carrier120. Upon completion of the mission, the parcel carrier120may be empty and returned to the UAV control system10for reuse. While in the unloading portion203, the empty parcel carrier120may be returned to an internal compartment of the vehicle20via the first opening14. Though referred to herein as the unloading portion, the unloading portion203may, in some aspects, be used to perform loading operations, wherein a new cargo, such as a loaded parcel carrier120coupled to the parcel30, may be retrieved from the internal compartment of the vehicle20and coupled to the UAV100. After completing unloading and/or loading operations in the unloading portion203, the rail system200may be used to traverse the UAV100from the unloading portion203to the inspection portion204. The inspection portion204is characterized by a drone diagnosis system, used to autonomously or semi-autonomously perform inspection and maintenance procedures. The drone diagnosis system may be a collection of sensors, equipment, and/or computer processing components. At a high level, the drone diagnosis system may comprise any one or more of a camera220, a weight sensor230, a communication component242, and a positioning component240. In one aspect, any one or more of the sensors, equipment, and/or computer processing components may be integrated into the pair of rails210, one or more of the plurality of legs214, and/or coupled to the outer-facing surface30of the vehicle20. In other aspects, described in greater detail with respect toFIGS.6-7B, the drone diagnosis system may take the form of a self-contained module, such as the hangar400ofFIG.1. The drone diagnosis system may comprise one or more cameras220. The one or more cameras220may be of a single type or of multiple types. The one or more cameras220may comprise an optical camera, used to perceive electromagnetic waves in the visible portion of the EM spectrum (e.g., 380 nm-750 nm), an infrared camera, used to detect heat signatures, and/or an x-ray camera system. The one or more cameras220may be used to perform any number of inspections and maintenance checks. For example, the one or more cameras220may be used to inspect each propeller104to determine if the propeller has sustained any damage or has a defect. Damage and defects may be identified by capturing an image of the propeller104and comparing the captured image to a pre-mission image of the same propeller and/or to a standardized image of the propeller104. The comparing may reveal visual indications of cracks, splits, chips, warping, discoloration, or any other type of defect with the propeller104or the UAV chassis110. Any one or more of said visual indications may be referred to under the umbrella term of “structural integrity data.” In some aspects, the drone diagnosis system may utilize machine learning or artificial intelligence algorithms to carry out the camera based inspections. The one or more cameras220may be utilized to perform nonstructural inspections and maintenance checks. In one aspect, the drone diagnosis system may provide instructions to the UAV110to turn on any positioning and/or navigational lights on the UAV110in order to determine if said positioning and/or navigational lights are functioning properly. In another aspect, the drone diagnosis system may provide instructions to the UAV to cycle through any moving parts to check their fluid and accurate movement. For example, the drone diagnosis system may provide instructions to the UAV100to actuate one or more rotors of the propulsion member102. The one or more cameras220may be used to capture one or more images or video in order to determine whether or not the propellers and/or rotors are experiencing excessive vibration, which could indicate defects on the engine axle, engine mount, rotor, and/or propeller. In another example, the drone diagnosis system may provide instructions to the UAV100to actuate one or more flight control surfaces, such as an aileron, cargo release mechanism, landing gear, or any other movable component of the UAV100. The drone diagnosis system may capture one or more images of said actuated movement in order to determine whether or not the movable components may have a defect, which could be based on the identification or detection of limited or broken movement. In aspects where the drone diagnosis system comprises an infrared camera or any other type of camera capable of thermal imaging, said camera may be used as part of a stress test of the propulsion members102. That is, when activated, the propulsion members can be observed by the thermal imaging camera in order to determine that the rotor/engine is not over heating (i.e., it passes a stress test). The thermal imaging camera may also be used to detect if a battery temperature is within operational range and/or whether the temperatures of the flight controller, sensors, or any other electronic component/circuitry onboard the UAV100is operating within operational or safe ranges. The drone diagnosis system may further comprise one or more weight sensors230which may be configured to detect the weight and vertical pull associated with the UAV100. Any one or more data points based on the information captured, measured, determined, or otherwise obtained from the one or more weight sensors, may be referred to under the umbrella term of “flight parameter data.” In one aspect, the one or more weight sensors230may be integrated into the pair of rails210. Alternatively, the one or more weight sensors230may be positioned on one or more outer facing surfaces of the pair of rails210in order that they may be easily removed or replaced. The one or more weight sensors230may be any combination of sensors that are configured or capable to measure or determine weight and/or force exerted on the pair of rails210, such as a strain gauge, force gauge, load cell, or the like. Some of said sensors may be configured to determine an applied weight or force based on a measured change in the sensor's resistance, capacitance, impedance, or the like. Each of the one or more sensors230may be communicatively coupled to a computer processing component associated with the drone diagnosis system in order to communicate measurements and/or determinations to the drone diagnosis system Best seen inFIG.5, one or more weight sensors230may be positioned on the top of the pair of rails210. For example, the one or more weight sensors230may comprise a first weight sensor232and a second weight sensor234coupled to or integrated into a top surface216of a first rail211of the pair of rails210. The one or more weight sensors may also comprise a third weight sensor236and a fourth weight sensor238coupled to or integrated into the top surface of the second rail212of the pair of rails210. Any one or more of the weight sensors232-238may work cooperatively to determine a downward force/weight of the UAV100. For example, the measured force or weights could be averaged, added, or otherwise combined in order to determine whether the current weight of the UAV100(with or without a cargo such as a parcel carrier with parcel attached) exceeds a maximum takeoff weight. Any one or more of the weight sensors232-238may also be used to identify differences in weight/force which may be indicative that the load/cargo is not balanced or properly attached/stowed with respect to the UAV100. Because the UAV100is completely secured by the pair of rails210, the one or more propulsion members102can be started and operated without causing the UAV100to fly away. To take advantage of this entrapment, one or more weight sensors230may be positioned on or integrated into the bottom surface of the pair of rails210which would detect the amount of force or weight resulting from the lift generated by the operation of the propulsion members102. For example, if every propulsion member102was operated simultaneously, a total or average measured weight or force could be determined and used to determine the total lift. The total lift to be compared to standard to determine if the UAV100is operating within appropriate parameters. If, when all of the propulsion members102are operated, a difference is detected between one or more weight sensors on the bottom of the pair of rails210, the drone diagnosis system may determine that one or more of the propulsion members102have a fault as reflected by an un-uniform lift. This fault may be the result of a defect with the rotors or a defect with the ability of the flight controller of the UAV100to communicate flight control instructions to the propulsion members102. In another aspect, a portion of the propulsion members102may be operated in order to determine if the UAV100is able to yaw, pitch, pan, or otherwise move about a three-dimensional axis as needed in order to carry out a successful mission. Seen inFIGS.4-5, the drone diagnosis system may additionally comprise one or more electronic communication components242. The electronic communication component242may comprise any combination of wired or wireless connections to the UAV100in order to obtain electronic status information from the UAV100. For example, the electronic communication component may comprise an actuating member with a wired connection (similar to a refueling boom), that may be actuated in order to cause the wired connection to be coupled to a corresponding communication port166on the UAV100. In another aspect, if the communication port166on the UAV100is a wireless communications port, the electronic communication component242may comprise a corresponding wireless communication receiver/transceiver. Whether wired, wireless, or a combination of the two, the electronic communication component242enables the drone diagnosis system to obtain valuable flight and UAV status information. Specifically, the drone diagnosis system may receive information comprising a UAV-native full onboard systems self-diagnosis, satellite positioning information, information from any one or more sensors164located on the UAV100, and battery status information. The UAV100may be configured to perform a native onboard system self-diagnosis. In such a case, the UAV100may identify any one or more problems based on a series of internal tests or based on the performance of the UAV on the previous mission. Such self-diagnosis information may be valuable to the drone diagnosis system, particularly if relevant to characteristics, defects, faults, etc., that are not capable of being readily detected or identified by the sensors of the drone diagnosis system. The UAV100may be equipped with one or more position indicating sensors (e.g., GPS, cellular triangulation, and the like) that provide real time or near real time position information to the UAV100. The drone diagnosis system may receive information from the UAV100regarding its currently-determined positions, while entrapped in the inspection portion204of the rail system200. That native position can be compared to a position obtained/determined by the drone diagnosis system via a fixed position indicating sensor240, proximate to the inspection portion204. If a discrepancy exists, the drone diagnosis system can provide correction information (e.g., calibrate a new position or provide a delta, such as used in D-GPS) to the UAV100. The UAV100may be equipped with one or more collision avoidance sensors. While entrapped in the inspection portion204, the collision avoidance sensors may be triggered by one or more objects extending from the outer-facing surface22of the vehicle20. In some aspects, one or more testing objects located on the outer-facing surface22of the vehicle20may be actuated in order to force the collision avoidance sensors to be triggered. Once triggered, information from the collision avoidance sensors can be communicated to the drone diagnosis system and compared to the known locations of objects on the outer-facing surface22of the vehicle20in order to ensure said collision avoidance sensors are properly detecting the presence and range to potential obstructions/hazards. The UAV100may also be configured to measure a battery charge or battery health of an onboard battery. If so, the UAV100may communicate said battery measurements to the drone diagnosis system. Using the electronic communication component242or through the use of a line of sight (LOS)/B LOS communication link, a communication link (e.g., VHF, UHF) used by the UAV100to communicate with the UAV control system10during a mission may be tested. The UAV100may be configured to record flight data information including missions, mission path, mission incidents, lifecycle management per component, and total flight hours, among others. Said flight data information may be communicated to the drone diagnosis system. The drone diagnosis system may also communicate future flight data to the UAV100, including a flight path or flight plan for the next mission and estimated flight time versus current battery charge. The drone diagnosis system may comprise additional features that may be used in the autonomous servicing of the UAV100. In one aspect, the inspection portion204or the drone diagnosis system may comprise one or more foreign object and debris (FOD) removal components. The one or more FOD components may be a nozzle blowing compressed air, a wiper blade, or any other contact or non-contact component that may remove FOD (e.g., dirt and debris) from any one or more portions of the UAV100, specifically the collision avoidance sensors and one or more cameras168. The drone diagnosis system may comprise one or more computer processing components that may be used to receive and/or process measurements and/or determinations from the one or more sensors described herein. The one or more computer processing components may be configured to assign a score to the results of each inspection and/or maintenance check. In some aspects, the score may be numerical (e.g., on a scale of 1 to 10); in other aspects, each score may be a go/no-go. If numerically scored, the drone diagnosis system may determine a total inspection score, wherein the individually scored results are averaged, added or otherwise aggregated to form a single consolidated score. The single consolidated score may be compared to a safe-operation threshold to determine if the UAV100is sufficiently safe to operate. The drone diagnosis system may also have one or more unsafe-operation thresholds. When one or more of the individually scored results is below the unsafe threshold, the UAV100may be determined to be unsafe or require human follow-up, and grounded (i.e., prevented from launching on a subsequent mission). In a go/no-go scoring system, the drone diagnosis system may determine that the UAV100is sufficiently safe for a subsequent mission if every individually scored result is a “go.” After completing diagnostic operations in the inspection portion204, the rail system200may be used to traverse the UAV100from the inspection portion204to the launch portion206. The launch portion206may be configured to allow the launching of the UAV100to a subsequent mission if the drone diagnosis system determines that the condition of the UAV100exceeds the safe-operation threshold. If the drone diagnosis determines that the condition of the UAV100is below the safe-operation threshold, the UAV100may be stowed via a second opening16in the outer-facing surface22of the vehicle20. It should be noted that more or fewer openings may exist in the outer-facing surface22of the vehicle20in order to facilitate loading and unloading operations. For example, a third opening could be located between the unloading portion203and the inspection portion204in order to load new cargo or a payload on to the UAV100(e.g., a parcel carrier200carrying a parcel30). Turning now toFIGS.6-7B, a self-contained drone diagnosis system is illustrated in accordance with embodiments herein. It may be desirable for the drone diagnosis system to be fully and independently contained in a single module, such that the module can be easily removed, serviced, etc., or to provide protection from the elements for the one or more sensors contained therein. In aspects, the self-contained drone diagnosis system may comprise a hangar400, which may at least partially enclose at least part of the inspection portion204. In some aspects, the hangar400may be outfitted with dust removal component402, such as brushes/bristles, to remove FOD from the UAV100as it enters the hangar400. The self-contained embodiment may have any one or more of the sensors, equipment, and computer processing components described with respect toFIGS.4-5. Unique to the self-contained embodiment, one or more cameras204may be coupled to a rail410. In the aspect seen inFIG.7A, one or more cameras204may be configured to move about the track in order to obtain the desired angles for capturing various imagery described herein. In another aspect, shown inFIG.7B, one or more cameras204may be fixed to a particular location of the track410in order to obtain the desired angles for capturing the various imagery described herein. V. Methods of Use With reference toFIG.8, a method for autonomous drone diagnosis is represented in accordance with aspects herein. The method800may begin with the recovery of the UAV in a recovery portion of roof-mounted rail of a vehicle-borne UAV control system, as described above, at block802. At block804, the UAV is traversed from the recovery portion to the inspection station or inspection portion. While in the inspection portion, at block806, the UAV may undergo any one or more air worthiness inspections, tests, maintenance checks, etc., as described herein with respect toFIGS.4-7B. Upon completion of the operations in block808, the UAV is traversed to a launch area, such as the launch portion206ofFIG.4. At block810, if the drone diagnosis system provides an indication that the UAV is sufficiently safe for a subsequent mission, as described with respect toFIG.4, the UAV is launched from the vehicle-borne UAV control system on a new mission. If the UAV is determined to not be sufficiently safe for operation, the UAV may be stowed in a compartment of the vehicle-borne UAV control system. After each successfully-completed mission, the method800may repeat for each UAV. VI. Computing Device Referring now toFIG.9, an exemplary operating environment for implementing embodiments of the present invention is shown and designated generally as computing device900. Computing device900is but one example of a suitable computing environment and is not intended to suggest any limitation as to the scope of use or functionality of the invention. Neither should the computing device900be interpreted as having any dependency or requirement relating to any one or combination of components illustrated. The invention may be described in the general context of computer code or machine-useable instructions, including computer-executable instructions such as program modules, being executed by a computer or other machine, such as a personal data assistant or other handheld device. Generally, program modules including routines, programs, objects, components, data structures, etc. refer to code that perform particular tasks or implement particular abstract data types. The invention may be practiced in a variety of system configurations, including hand-held devices, consumer electronics, general-purpose computers, more specialty computing devices, etc. The invention may also be practiced in distributed computing environments where tasks are performed by remote-processing devices that are linked through a communications network. With reference toFIG.9, computing device900includes a bus910that directly or indirectly couples the following devices: memory912, one or more processors914, one or more presentation components916, input/output ports918, input/output components920, and an illustrative power supply922. Bus910represents what may be one or more busses (such as an address bus, data bus, or combination thereof). Although the various blocks ofFIG.9are shown with lines for the sake of clarity, in reality, delineating various components is not so clear, and metaphorically, the lines would more accurately be grey and fuzzy. For example, one may consider a presentation component such as a display device to be an I/O component. Also, processors have memory. We recognize that such is the nature of the art, and reiterate that the diagram ofFIG.9is merely illustrative of an exemplary computing device that can be used in connection with one or more embodiments of the present invention. Distinction is not made between such categories as “workstation,” “server,” “laptop,” “hand-held device,” etc., as all are contemplated within the scope ofFIG.9and reference to “computing device.” Computing device900typically includes a variety of computer-readable media. Computer-readable media can be any available media that can be accessed by computing device900and includes both volatile and nonvolatile media, removable and non-removable media. By way of example, and not limitation, computer-readable media may comprise computer storage media and communication media. Computer storage media include volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by computing device900. Computer storage media excludes signals per se. Communication media typically embodies computer-readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media. The term “modulated data signal” means a signal that has one or more of its characteristics set or changed in such a manner as to encode information in the signal. By way of example, and not limitation, communication media includes wired media such as a wired network or direct-wired connection, and wireless media such as acoustic, RF, infrared and other wireless media. Combinations of any of the above should also be included within the scope of computer-readable media. Memory912includes computer storage media in the form of volatile and/or nonvolatile memory. The memory may be removable, non-removable, or a combination thereof. Exemplary hardware devices include solid-state memory, hard drives, optical-disc drives, etc. Computing device900includes one or more processors that read data from various entities such as memory912or I/O components920. Presentation component(s)916present data indications to a user or other device. Exemplary presentation components include a display device, speaker, printing component, vibrating component, etc. I/O ports918allow computing device900to be logically coupled to other devices including I/O components920, some of which may be built in. Illustrative components include the cameras, weight sensors, satellite positioning systems, external communication components, and/or one or more of the electronic diagnostic components described herein. Additional components may comprise a microphone, joystick, game pad, satellite dish, scanner, printer, wireless device, etc. Embodiments described in the paragraphs above may be combined with one or more of the specifically described alternatives. In particular, an embodiment that is claimed may contain a reference, in the alternative, to more than one other embodiment. The embodiment that is claimed may specify a further limitation of the subject matter claimed. The subject matter of embodiments of the invention is described with specificity herein to meet statutory requirements. However, the description itself is not intended to limit the scope of this patent. Rather, the inventors have contemplated that the claimed subject matter might also be embodied in other ways, to include different steps or combinations of steps similar to the ones described in this document, in conjunction with other present or future technologies. Moreover, although the terms “step” and/or “block” may be used herein to connote different elements of methods employed, the terms should not be interpreted as implying any particular order among or between various steps herein disclosed unless and except when the order of individual steps is explicitly described. Throughout this disclosure, words such as “a” and “an,” unless otherwise indicated to the contrary, include the plural as well as the singular. Thus, for example, the constraint of “a feature” is satisfied where one or more features are present. Also, the term “or” includes the conjunctive, the disjunctive, and both (a or b thus includes either a or b, as well as a and b). Embodiments of the present invention have been described in relation to particular embodiments which are intended in all respects to be illustrative rather than restrictive. Alternative embodiments will become apparent to those of ordinary skill in the art to which the present invention pertains without departing from its scope. From the foregoing, it will be seen that this invention is one well adapted to attain all the ends and objects hereinabove set forth together with other advantages which are obvious and which are inherent to the structure. It will be understood that certain features and sub-combinations are of utility and may be employed without reference to other features or sub-combinations. This is contemplated by and is within the scope of the claims. The described technology may be made without departing from the scope, it is to be understood that all matter described herein or illustrated in the accompanying drawings is to be interpreted as illustrative and not in a limiting sense. | 42,629 |
11858663 | In these drawings, references identical from one drawing to another designate identical or analogous elements. For reasons of clarity, the elements shown are not necessarily on the same scale, unless otherwise mentioned. DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION In the rest of the description, the case is considered of the manufacturing of a telecommunications satellite intended to be placed in geostationary orbit around the Earth. Geostationary orbit means a circular orbit around the Earth characterised by an orbital inclination of zero (the orbit is thus located in the equatorial plane) and an orbital period equal to the period of rotation of the Earth. The satellite is placed in orbit to carry out a specific mission associated with one or more geographic zone on the surface of the Earth. The satellite includes for this purpose one or more antennas with a parabolic reflector. Each reflector is intended to cover a geographic zone of the mission of the satellite to ensure exchanges of messages by radio communication between a station located in said geographic zone on the surface of the Earth and the satellite. FIG.1shows an example of a face11of such a satellite10including three reflectors20. Each reflector is fastened to a support structure40connected to the face11of the satellite via a deployment device50. In the example considered and illustrated inFIG.1, the support structure40includes several rectilinear metal elements assembled together and arranged in the shape of a rectangle, as well as an additional rectilinear metal element acting as an arm41for linking with the deployment device50. Nothing, however, prevents, in alternatives, the elements forming the support structure40from being curved, from being assembled in a shape other than a rectangle, and/or from being manufactured from a non-metal material (for example from carbon fibres). The deployment device50(ADTM for Antenna Deployment and Trimming Mechanism) allows to make the reflector20go from a retracted position to a deployed position. The retracted position is the position taken up by a reflector20during the phase of launch of the satellite (that is to say during the take-off and the flight of the launcher of the satellite, and during the release of the satellite). In the retracted position, each reflector20is positioned facing the face11of the satellite. When there are several reflectors on the same face11of the satellite, as is the case in the example illustrated inFIG.1, the reflectors are stacked above one another facing the face11of the satellite when they are in the retracted position. When the reflectors20are in the retracted position, the bulk of the satellite10is reduced, which is advantageous to place the satellite in a nose cone of a launcher. Moreover, when the reflectors20are in the retracted position, they better resist the mechanical stresses caused by the vibrations during the launch phase. Holding and releasing devices60(HRM for “Hold and Release Mechanism”) allow to hold the reflectors20in the retracted position during the phase of launch of the satellite then to release the reflectors20in order for them to be deployed once the satellite10is in orbit. In the deployed position, a reflector is moved away from the face11of the satellite via the deployment device50and the linking arm41in such a way that the reflector is positioned facing the Earth. The separation of the reflector from the face11of the satellite can be defined by an offset distance of the reflector when the reflector is in the deployed position. This offset distance will be defined later in a more precise manner in reference toFIG.5. Each reflector20is associated with at least one radiofrequency source30for emission or for reception. A radiofrequency source allows to form a beam carrying a radio signal to or from the geographic zone on the surface of the Earth covered by the reflector20. Radio signal means an electromagnetic wave, the frequency of which is lower than 300 GHz. A radiofrequency source30of the satellite10is for example adapted to emit a radio signal on a downstream link of the Ku layer (range of microwave frequencies ranging from 10.70 to 12.75 GHz) and/or to receive a radio signal on an upstream link of the Ku layer (range of microwave frequencies ranging from 12.75 to 18 GHz). According to other examples, a radiofrequency source30can also be adapted to emit on another frequency band for example such as one of the bands L, S, C, X, Ka, Q or V. In the example considered, each reflector20is associated with a single radiofrequency source30for example in the form of a corrugated horn (the inside of the horn has annular machinings to improve the radiation diagram of the antenna). Each source forms a radio beam. It should be noted, however, that the invention could also be applied to an antenna of the SFPB type (acronym for Single Feed Per Beam) for which the reflector is associated with several sources, each source being associated with a radio beam, or to an antenna of the MFPB type (acronym for Multiple Feeds Per Beam) for which the reflector is associated with a network of several sources allowing to form different beams, each beam being formed by several sources of the network. In the case of an SFPB or MFPB antenna, the single radiofrequency source30shown inFIG.1would be replaced by a set of several radiofrequency sources. FIG.2is a simplified diagram of a face11of a satellite10with a reflector20in the retracted position. The source30associated with the reflector20, the support structure40, the linking arm41, the deployment device50and the devices60for holding and releasing the reflector20are also shown inFIG.2.FIG.2also highlights linking points42, for example in the form of threaded inserts, allowing to fasten the reflector20to the support structure40, as well as a point43for linking the arm41with the rectangular part of the support structure40. The deployment device50allows to make the reflector20go from the retracted position to the deployed position once the satellite10is in orbit and the devices60for holding and releasing the reflector have released the reflector. For this purpose, the deployment device50allows to apply a movement of rotation to the assembly formed by the support structure40(including the linking arm41) and the reflector20about an axis according to the direction y passing through the deployment device50(pitch) and about an axis according to the direction x passing through the deployment device50(roll). The pitch allows in particular to move the reflector20away from the face11of the satellite in order for the reflector20to be positioned facing the Earth. The pitch and roll movements also allow to orient the reflector20to aim at a specific geographic zone on the surface of the Earth. In the example considered, when the satellite is in orbit around the Earth, the direction z is aimed at the centre of the Earth, the direction x is aimed east and the direction y is aimed south. The face11shown inFIG.2thus corresponds to the western face of the satellite. FIG.3is a diagram of a side view of the satellite10illustrated inFIG.2when the reflector20is in the retracted position. In the example illustrated inFIG.3, each device60for holding and releasing the reflector20includes a base61and a portion62detachable on command. The base61of the device60for holding and releasing the reflector20is fastened to the face11of the satellite10. The detachable portion62connects the support structure40of the reflector20to the base61of the holding and releasing device60via a pyrotechnic element63. When the pyrotechnic element63is actuated on command, the detachable portion62is disconnected from the base61of the holding and releasing device60. To deploy the reflector20, the pyrotechnic elements63of the various devices60for holding and releasing the reflector20are actuated at the same time to release the reflector20. Other mechanisms are possible to detach the detachable portion62. For example, non-explosive mechanisms could be used to control the separation of the detachable portion62from the base61of the holding and releasing device60. The choice of a specific type of devices60for holding and releasing the reflector20merely corresponds to an alternative of the invention. FIG.4is a diagram of a side view of the satellite10illustrated inFIG.2when the reflector20is in the deployed position. To be thus positioned, the deployment device50applied to the arm41a movement of rotation about an axis according to the direction y and passing through the deployment device50. The arm41thus drove the support structure40and the reflector20into a deployed position, separated from the face11of the satellite, in order for the reflector20to be positioned facing the Earth. The bases61of the devices60for holding and releasing the reflector20, which remain fastened onto the face11of the satellite10after deployment of the reflector20, are also shown inFIG.4. For reasons of simplification,FIGS.2to4only show a single reflector20associated with the face11of the satellite. It should be noted, however, that the face11of the satellite can include several reflectors20. The reflectors20are thus stacked above each other facing the face11of the satellite when they are in the retracted position, and they are deployed next to each other to face the Earth once the satellite is in orbit. It should also be noted that the face of the satellite opposite to the face11described in reference toFIGS.2to4can also include one or more reflectors. Two opposite faces of the satellite can thus be totally or partly symmetrical. The two faces can for example be totally symmetrical if they include the same number of reflectors20, the same reflectors, and the same elements positioned identically for each reflector (source30, deployment device50, holding and releasing devices60). The two faces can be partly symmetrical for example if one face includes less reflectors than the other or if different radiofrequency sources30are used to operate in different frequency bands (the positions of the sources30can nevertheless remain symmetrical). FIG.5is a diagram of the main geometric parameters for a reflector20. As illustrated inFIG.5, the reflective surface of the reflector20is inscribed in a paraboloid21of revolution that has as a vertex a point noted as V (vertex of the paraboloid). The focus of the paraboloid is noted as S. The source30associated with the reflector20is placed at this focal point S. The focal distance F of the reflector20thus corresponds to the distance between the vertex V of the paraboloid21and the focal point S of the paraboloid21. The axis passing through the points S and V corresponds to the focal axis of the paraboloid21. The diameter of the reflector20is noted as D. As illustrated inFIG.5, in the present application “diameter of the reflector20” means the diameter of the projection of the reflector in a plane orthogonal to the focal axis and passing through the vertex V. The separation of the reflector20from the face11of the satellite can be defined by an offset distance of the reflector when the reflector20is in the deployed position. According to a first example, the offset distance can be defined as the distance Δ1 between the vertex V of the paraboloid21and the point on the reflective surface of the reflector20that is closest to the vertex V (this distance is generally called “offset to the edge” or “clearance”). According to a second example, the offset distance can be defined as the distance Δ2 between the vertex V of the paraboloid21and the centre of the reflective surface of the reflector20(this distance is generally called “offset”). According to a third example, the offset distance can be defined as the distance Δ3 between the face11of the satellite and the point on the reflective surface of the reflector20that is closest to said face11. It should be noted that from the moment that the position of the source30with respect to the face11is set, the distances Δ1, Δ2 and Δ3 all three allow to define the same deployed position of the reflector20, that is to say with the same separation of the reflector20from the face11of the satellite. The manner of defining the offset distance of the reflector when the reflector is in the deployed position is not very important. Ways other than those illustrated inFIG.5are also possible for defining an offset distance of the reflector when the reflector is in the deployed position (for example the distance between the face11and the centre of the reflective surface of the reflector20). In order for the reflector20to be aimed at the centre of the Earth in the deployed position, the direction taken by a beam coming from the source30and reflected by the reflector20should be parallel to the axis z. This direction (aiming direction) is also parallel to the focal axis of the paraboloid21(that is to say the axis passing through the source S and the vertex V). The position of a reflector20with respect to the face11when the reflector20is in the deployed position is thus completely determined when the position of the source the focal distance F and the offset distance are set. After also having set the diameter of the reflector20and the position of the deployment device50, it becomes possible to define the dimensions of the support structure40and of the linking arm41. It should be noted than in the example illustrated inFIG.5, the plane containing the beam coming from the source30, the beam reflected by the reflector20and the focal axis of the paraboloid21is orthogonal to the face11of the satellite. This plane is not, however, necessarily orthogonal to the face11of the satellite. FIG.6is a diagram of a face11of a satellite10with two reflectors20-1,20-2stacked in the retracted position. The elements associated with the first reflector20-1are shown with solid lines: support structure40-1, linking arm41-1, holding and releasing devices60-1, deployment device50-1, radiofrequency source30-1. The elements associated with the second reflector20-2are shown with dotted lines: support structure40-2, linking arm41-2, holding and releasing devices60-2, deployment device radiofrequency source30-2. In the example illustrated inFIG.6, the first reflector is stacked above the second reflector20-2when the reflectors20-1,20-2are in the retracted position. In the example illustrated inFIG.6, the first reflector20-1has a greater diameter than the second reflector20-2. Nothing prevents, however, all the reflectors from having the same diameter. FIG.7schematically illustrates the main steps of the method100for manufacturing a satellite10according to the invention. The manufacturing method100comprises first of all a preliminary step of determining110a generic configuration, independently of the mission of the satellite, that is to say independently of the geographic zone(s) associated with the mission of the satellite, by setting at least the following parameters for each reflector20associated with a face11of the satellite10:diameter of the reflector20,focal distance of the reflector20,offset distance of the reflector20when the reflector20is in the deployed position,position of the deployment device50on the face11of the satellite10,position of the source30associated with said reflector20on the face11of the satellite10. The various aforementioned parameters are determined in such a way that a beam coming from the source30is aimed at the centre of the Earth when the reflector20is in the deployed position. The manufacturing method then comprises a specific configuration step120, according to the mission of the satellite, that is to say according to the geographic zone(s) associated with the mission of the satellite. The specific configuration step120comprises the following substeps for each reflector20:determining121an adjusted deployed position of the reflector20obtained by controlling the deployment device50, so that a beam coming from the source30is aimed at a specific geographic zone of the mission of the satellite,shaping123the surface of the reflector20according to the geographic zone to be covered and according to the adjusted deployed position thus determined. It is important to note that the specific configuration step is implemented without modifying the parameters set during the preliminary step of determining110the generic configuration. In other words, the method100for manufacturing a satellite10according to the invention involves reusing a generic configuration that was defined independently of a specific mission, and defining a limited number of specific parameters according to the specific mission of the satellite. The generic configuration is determined in such a way that each antenna is aimed by default at the centre of the Earth. The specific configuration is then made possible by controlling the deployment device, that is to say by a modification of the aiming of the antenna once the reflector is deployed. The generic configuration can be reused for each new satellite to be manufactured, and for each face of the satellite that must include reflector antennas. Only the specific configuration must be redefined for a new satellite to be manufactured and/or for each face of the satellite. The manufacturing method100according to the invention is made possible by the use of a deployment device50that has a steering margin in terms of pitch and roll sufficient to be able to orient each reflector20, starting from the default deployed position, to be aimed at any geographic zone on the surface of the Earth that is visible by the satellite10once the satellite is in orbit. FIG.8schematically illustrates a satellite10in orbit around the Earth70with a reflector20in the deployed position according to a generic configuration. As illustrated inFIG.8, the generic configuration is determined so that a beam31coming from the radiofrequency source30associated with the reflector20is aimed at the centre71of the Earth70when the reflector20is in the default deployed position. As illustrated inFIG.8, the beam31is reflected by the reflector20to be directed towards the Earth70. In the generic configuration, the default deployed position of a reflector20is therefore defined by the pitch angle and the roll angle that the deployment device50must apply to place the reflector20in a position such that a beam31coming from the radiofrequency source30associated with the reflector20is aimed at the centre71of the Earth70. FIG.9highlights the step of controlling122the deployment device50of the reflector20to place the reflector20in an adjusted deployed position. During this step, an additional movement of pitch and/or roll is applied by the deployment device50to the linking arm41to place the reflector20in a position for which a beam31coming from the radiofrequency source30and reflected by the reflector20covers a specific geographic zone72belonging to the mission of the satellite. The adjusted deployed position of a reflector20determined during the specific configuration step120is thus defined by the pitch angle and the roll angle that the deployment device50must apply to place the reflector20in a position such that a beam31coming from the radiofrequency source30associated with the reflector20is aimed at a specific geographic zone72after reflection on the reflector20. The substep of shaping123the reflector20during the specific configuration step120allows to optimise the contour of the zone covered by the beam31to best cover the geographic zone72. As illustrated inFIG.7, the substeps of determining121an adjusted deployed position and of shaping123the surface of the reflector can be iterated several times during the phase of specific configuration to optimise the performance of the antenna. It should be noted that the substep of shaping123is not absolutely indispensable to the invention (in particular if the invention is applied to antennas of the SFPB or MFPB type). However, this substep of shaping123is particularly advantageous since it allows to compensate for the fact that the antenna was initially designed to be aimed by default at the centre71of the Earth72, and not at a specific geographic zone72. The number of parameters to be defined for the specific configuration is very limited compared to the conventional methods for which the set of all the parameters relative to all the elements present on the face of the satellite must be defined. Reusing the generic configuration thus allows to facilitate the phase of integration of the antennas during the manufacturing of the satellite. The diameter and the focal distance of each reflector20are set by the generic configuration. It is advantageous to provide a generic configuration with reflectors having a relatively large diameter. There will thus be more flexibility in the choice of the missions that could be carried out by a satellite manufactured from this generic configuration. A reflector with a large diameter can indeed be used to cover geographic zones for which a reflector with a smaller diameter would have sufficed. In preferred embodiments, the reflectors20have a diameter between 220 and 270 centimetres. Setting the position of the radiofrequency sources30on the face11in the generic configuration allows to standardise the position of the various interfaces with these sources30in the satellite (waveguides, devices for fastening the sources, etc.). Setting the position of the deployment devices50on the face11in the generic configuration is also advantageous since the study of the technical constraints relative to the position of these devices on the satellite will only need to be done once (and no longer every time a new satellite is manufactured). In specific embodiments, the positions of the various devices60for holding and releasing the reflectors20are also set in the generic configuration. The position of the devices60for holding and releasing the reflectors20can have an impact on the performance of the radiofrequency sources30. As illustrated inFIG.10, once the reflectors20are deployed, the bases61of the holding and releasing devices60fastened onto the face11of the satellite10can be located at least partly inside a radio beam31coming from a radiofrequency source30and cause interference. This is why it is generally necessary, during the design of the satellite, to carry out a study of the effect of these holding and releasing devices60on a radio signal emitted by a source30, and take the necessary measures to compensate for this effect in the radio transmission or reception chain. Here again, by setting the position of the various elements in the generic configuration, this study will only need to be done once, and no longer every time a new satellite is designed. It is advantageous to reduce the number of the holding and releasing devices60to limit their effect on a radio signal emitted by a radiofrequency source30. In the example illustrated inFIG.10, there are four holding and releasing devices60for each reflector20. Since there are three reflectors in the example considered, this makes a total of twelve holding and releasing devices60on the face11of the satellite. FIG.11schematically shows a face11of a satellite10with three reflectors20-2,20-3in the deployed position when different holding and releasing devices are used for the various reflectors. As illustrated inFIG.11, after deployment there remains on the face11the bases61-1of four holding and releasing devices associated with the first reflector20-1, the bases61-2of four other holding and releasing devices associated with the second reflector20-2, and the bases61-3of four more other holding and releasing devices associated with the third reflector20-3. In specific embodiments, and as illustrated inFIG.12, the reflectors20share the same holding and releasing devices60.FIG.12shows three reflectors20-1,20-2,20-3stacked in the retracted position on a face11of the satellite10. The three reflectors share the same holding and releasing devices60. Thus, only four holding and releasing devices60are necessary for the three reflectors20-1,20-2,20-3. For this purpose, each holding and releasing device60includes for example three detachable parts62-1,62-2,62-3and three pyrotechnic elements63-1,63-2,63-3. To deploy the reflectors, the first pyrotechnic element63-1of each holding and releasing device60is activated, which allows to detach the first detachable part62-1of each holding and releasing device60to release the first reflector20-1. Then, the second pyrotechnic element63-2of each holding and releasing device60is activated, which allows to detach the second detachable part62-2of each holding and releasing device60to release the second reflector20-2. Finally, the third pyrotechnic element63-3of each holding and releasing device60is activated, which allows to detach the third detachable part62-3of each holding and releasing device60to release the third reflector20-3. With such arrangements, only four holding and releasing devices60are necessary for all three reflectors20-1,20-2,20-3. FIG.13shows an example of a holding and releasing device60intended to be associated with three different reflectors. As illustrated inFIG.13, each detachable part62-1,62-2,62-3respectively includes a fastening element64-1,64-2,64-3to fasten the detachable part to the associated reflector. In the example illustrated inFIG.13, a fastening element64-1,64-2,64-3includes a metal surface with holes to receive for example bolts or rivets. The base61of the holding and releasing device60is intended to be fastened onto the face11of the satellite. FIG.14schematically shows the satellite face11described in reference toFIG.12when the three reflectors20-1,20-2,20-3are in the deployed position. After deployment, there remains on the face11only the bases61of four holding and releasing devices associated with the three reflectors20-1,20-2and20-3. It should be noted that in the example illustrated inFIGS.12and14, the various reflectors20-1,20-2,20-3have substantially the same diameter. Nothing prevents, however, reflectors having different diameters from being able to still share the same holding and releasing devices. In such a case, the support structures associated with the various reflectors have for example different dimensions to be able to be attached to the fastening elements64-1,64-2,64-3of the holding and releasing devices60shared among the various reflectors. The method100according to the invention is particularly well adapted to obtain a configuration in which the reflectors share the same holding and releasing devices, and/or in which the reflectors are concentric when they are in the retracted position (as illustrated inFIG.6), and/or in which the sources are aligned (as illustrated inFIGS.1,6,11and14), and/or in which the deployment devices are aligned. The above description clearly illustrates that, via its various features and their advantages, the present invention achieves the goals set by proposing a method that facilitates the phase of integration of the antennas during the design of a satellite. In general, it should be noted that the embodiments and implementations considered above have been described as non-limiting examples, and that other alternatives are consequently possible. In particular, the choice of the number of reflectors20arranged on a face11of the satellite, the choice of a specific shape for the support structure40of a reflector20, the choice of the number and/or of the type of devices60for holding and releasing a reflector20, the choice of a specific type of radiofrequency source30or of deployment devices50are merely alternatives of the invention. The invention has been described while considering the manufacturing of a telecommunication satellite intended to be placed in geostationary orbit around the Earth. Nothing excludes, however, according to other examples, applying the present invention to the manufacturing of another type of satellite, optionally intended to be placed in non-geostationary orbit, or even in orbit around a celestial body other than the Earth. | 28,177 |
11858664 | DETAILED DESCRIPTION The detailed description set forth below is intended as a description of various configurations of the subject technology and is not intended to represent the only configurations in which the subject technology may be practiced. The appended drawings are incorporated herein and constitute a part of the detailed description. The detailed description includes specific details for the purpose of providing a thorough understanding of the subject technology. However, it will be clear and apparent to those skilled in the art that the subject technology is not limited to the specific details set forth herein and may be practiced using one or more implementations. In one or more instances, well-known structures and components are shown in block diagram form in order to avoid obscuring the concepts of the subject technology. In some aspects of the present technology, methods and systems for implementing a sprint Jupiter aerospace mission are disclosed. The subject technology enables delivery of a science payload to a Jupiter orbit on a direct Earth-to-Jupiter trajectory. It is understood that the mission through the direct Earth-to-Jupiter trajectory would take less than half the transfer time of the fastest prior Jupiter-orbiter mission. Solar power and use of avionics allow a fast assembly, integration, and test process compared to past outer Solar System missions. The subject disclosure describes an aerocapture to perform the Jupiter orbit insertion. This would be the first aerocapture of a spacecraft into an orbit around a planetary body. Upon approach to Jupiter, the spacecraft would be targeted to directly enter the atmosphere of Jupiter. The velocity at entry relative to the atmosphere is about 47 km/s. An offset center-of-pressure relative to the center-of-mass results in the creation of a lift vector that can be used to modify the trajectory to correct for delivery errors and unpredicted variations in atmospheric density. By controlling the lift vector, the spacecraft can be effectively flown through the atmosphere to match a preprogrammed deceleration profile. If atmospheric densities are less than expected, the lift vector can pull the spacecraft deeper into the atmosphere to achieve its desired deceleration profile. Conversely, if the atmospheric densities are greater than anticipated, the lift vector can pull the spacecraft up to thinner density regions. This would be the first of its kind for an orbiting spacecraft. Aerocapture also reduces the required propellant load onboard the spacecraft and eliminates the need for a main engine from the design. Therefore, the Earth-to-Jupiter trajectory is a direct, Hohmann transfer type of orbit (an elliptical orbit used to transfer between two circular orbits of different radii in the same plane), which reduces the cruise time and eliminates numerous gravity assists around inner planets. Features of the spacecraft disclosed herein facilitate 1) aerocapture, which requires an aerodynamic forebody, shell, and thermal protection system; 2) management of the radiation environment using a Juno-like vault or appropriate shielding; 3) solar power generation at Jupiter, which requires a large solar panel area; and 4) data return to Earth, which requires a robust radio-frequency (RF) amplification and antenna gain. The spacecraft dovetails together each of the solutions to these challenges into a novel system-level design. The spacecraft structure accommodates a heatshield (e.g., diameter of up to, less than, or about 1, 2, 3, 4, 5, 6, 7, 8, 9, or 10 m) for the aerocapture, supporting a large area for solar arrays on circumferentially spaced petals. The petals fold in during the capture event to form part of the aerodynamic shell. Completing the shell is a high-gain antenna covered with RF transparent thermal-protection material. A short mission duration due to the direct-to-Jupiter transfer encourages the use of avionics from the SmallSat industry, including low-power components that enable solar power with a smaller total solar array area than solar-powered outer-planet missions like Juno or Lucy. These components are mounted inside a radiation vault sized to limit their total mission dose to their tested survivability. Choosing the vault position within the spacecraft structure allows placement of the vehicle center of gravity for aerodynamic performance. The overall architecture has a simple single-string avionics design, a modest power budget with margin, and compelling technology demonstration capabilities. A direct trajectory and aerocapture at an outer planet will be revolutionary for the cadence of outer-planet exploration, since the Av requirements of typical outer-planet missions drive mission designers to choose long, infrequently occurring planetary tours of gravity assists. The spacecraft's direct trajectory with aerocapture delivers the spacecraft to Jupiter orbit less than 29 months after launch. This is less than half the time between launch and Jupiter orbit insertion of the Juno mission (60 months) and much less than the cruise time of the Galileo mission (75 months). In addition, the direct-to-Jupiter trajectory does not depend on a specific alignment of multiple inner and outer Solar System planets, reducing the need for a tightly defined launch date. After reaching the Jupiter, the spacecraft can attain a science orbit with low-velocity flybys of the Galilean satellites after an additional 12 months of period reduction. Further, the projected design and integration schedule for the spacecraft is about 3.5 years, a shorter schedule than is typical for outer Solar System missions. In some implementations, simple CubeSat avionics and solar power instead of radioisotope thermoelectric generators can enable this design. To provide solar power at Jupiter's distance from the Sun, the spacecraft must incorporate a large solar collection area. Typical aerodynamic entry missions, such as Mars InSight, have lower solar power requirements before entry than after landing; therefore, they include a solar-powered cruise stage that is discarded prior to atmospheric entry. For the spacecraft, however, similar levels of solar power and tens of square meters of array area are required both before and after the aerocapture maneuver is complete. Therefore, it would be inefficient to throw away a large solar array and then redeploy a similar sized array after Jupiter orbit insertion. The spacecraft's incorporation of solar cells onto the back of the heatshield deck and onto stowable petals to form the aerodynamic shell achieves both the compact aerodynamic shape needed for planetary aerocapture and the solar array area required for power at Jupiter. Sending a spacecraft to outer planets usually takes place through several flybys of inner planets, which can take more time while saving energy. The longer mission duration requires spacecraft with longer-life components and longer mission operations that result in a higher cost for the mission. There are other issues to be considered, for example, a designed trajectory can only work when the various planets for flyby are in the right places, meaning that the launch has to take place on an exact date. The other issues with long mission duration are slow data return and harsh radiation environment. FIG.1is a diagram illustrating an example of an elliptical transfer orbit around the Sun. One way to achieve a shorter mission time is to fly on a direct trajectory, for example, an elliptical transfer orbit around the Sun, with perihelion at the Earth10and aphelion at the destination (e.g., outer planet200). Velocity at perihelion depends on aphelion distance, so the spacecraft has to leave the Earth with a large velocity (i.e., with the assistance of a large launch vehicle). Once it arrives at the outer planet200, it has to slow down again (usually by a great amount of onboard propulsion). Large launch vehicles are expensive and require large propellant tanks, which need higher power to keep warm. The higher power requires large solar arrays that can be installed on large spacecraft structures, which are expensive. For launch (e.g., launch segment300, as shown inFIG.1), the spacecraft can be integrated with solar petals closed and attached to a launch vehicle adapter through attachment points in the heatshield, as described further herein. After spacecraft separation (e.g., during cruise segment310), the petals open to provide solar power during the cruise to an outer planet200(e.g., Jupiter), as described further herein. FIG.2is a diagram illustrating a schematic view of a segment of a mission path for a spacecraft. As shown inFIG.2, the cruise segment310can lead into an aerocapture segment320about the outer planet200. Upon arrival at the outer planet200(e.g., Jupiter), the spacecraft100closes its petals for the aerocapture maneuver. For example, the spacecraft100can be transition to an aerocapture configuration with solar petals closed, and the spacecraft100can enter into the atmosphere210of the outer planet200from an interplanetary approach trajectory. The aerodynamic drag generated as the vehicle descends into the atmosphere210slows the spacecraft100. FIG.3is a diagram illustrating a schematic view of another segment of a mission path for a spacecraft. After the spacecraft100slows enough to be captured by the planet200, it exits the atmosphere210and executes a small propulsive burn at the first apoapsis to raise the periapsis outside the atmosphere. Additional small burns may be required to correct apoapsis and inclination targeting errors before the initial science orbit (i.e., orbit segment330) is established. In some embodiments, there is only one aerocapture maneuver, so after the aerocapture maneuver (i.e., in aerocapture segment320) is complete, the spacecraft100jettisons its heatshield and opens the petals again for the rest of the mission (e.g., in orbit about the outer planet200during an orbit segment330). The direct trajectory from the Earth to the destination outer planet (e.g., Jupiter), only requires alignment of the Earth and the destination outer planet (e.g., Jupiter), once a year. The aerocapture scheme enables missions to handle high arrival velocity, while the disclosed architecture optimizes the fastest trajectory with the smallest spacecraft on the smallest launch vehicle. The direct trajectory mission to the destination outer planet (e.g., Jupiter) of the subject technology may take about 29 months, which is shorter than the nearly 60-month mission duration of Juno. This allows shorter-lifetime duration avionics, a single string, and a smaller propulsion system that requires less power to heat, saves on overall power consumption, and has less overall mass. FIG.4is a diagram illustrating an example system architecture for a spacecraft that can enable direct trajectory missions, according to certain aspects of the subject technology. In an aerocapture scheme described herein, instead of a propulsive insertion maneuver, Δv from drag is gained as the spacecraft passes through an outer planet's atmosphere210. The aerocapture scheme is enabled, at least in part, by a redeployable shell140and solar arrays. The redeployable shell140can include multiple petals142. Each of the petals142can be independently and rotatably coupled (e.g., by hinges144) to a frame of the spacecraft100. In the close configuration of the shell140, as shown inFIG.4, the petals142can extend from the frame and/or the heatshield162and end cap120of the spacecraft100. Together, the petals142of the shell140can form a continuous barrier surrounding an interior region of the spacecraft100. As such, the shell140can provide protection to components of the spacecraft100stored therein. The spacecraft100can further include one or more thrusters174located, for example, at or near an outer periphery of the spacecraft100. The thrusters174can provide attitude control for momentum desaturation and slew capability. The thrusters174can extend through openings146in the petals142of the shell140to provide control authority during the aerocapture pass. The thrusters174can be fueled by, for example, a hydrazine mono-prop system or another type of system. At least some of the thrusters174can be oriented in a common direction (e.g., along the axis of the spacecraft100) for trajectory correction maneuvers (TCMs), and at least some of some of the thrusters174can be oriented laterally for roll control, especially during the aerocapture. The end cap120can include a housing122and an antenna124. The housing122can form a radome structure that protects the antenna124while minimally attenuating the electromagnetic signal transmitted and/or received by the antenna. For example, the housing122can be essentially transparent to radio waves. The shell140can be provided in the closed configuration during a launch segment (e.g., in a launch configuration) and/or during an aerocapture segment (e.g., in an aerocapture configuration). The heatshield160can be the leading face of the spacecraft100and provide thermal protection during the aerocapture maneuver. The shell140can be closed to extend to the end cap120. As such, the heatshield160, the shell140, and the end cap120can, together, define the outer periphery of the spacecraft100while in the closed configuration (e.g., for launch and/or aerocapture). Material(s), such as thermoplastic styrenic (“TPS”) elastomers, can be provided to protect the petals142, and RF transparent materials, such as thermoplastic styrenic elastomers, can be provided to protect the upper surface of the end cap120. Plate and/or finger seals can be provided around each petal142and thruster opening146to provide effective aerothermal performance in the closed configuration of the shell140. FIG.5is a diagram illustrating the spacecraft ofFIG.4with a shell in an open configuration according to certain aspects of the subject technology. As shown inFIG.5, the petals142can transition (e.g., splay) radially outwardly. The petals142of the shell can be deployed after launch vehicle separation, fold before the aerocapture, and then unfold and/or deploy again after the aerocapture. For example, each of the petals142can rotate about a corresponding hinge that couples the petal142to a frame150. The petals142can rotate in unison or independently. For example, movement (e.g., rotation) of the petals142can be controlled by a single motor on each petal142, or with one motor driving multiple petals142(e.g., up to all of the petals142). The openings146can facilitate movement of the petals142over the thrusters174without contacting the thrusters174. As such, the thrusters can remain fixedly coupled to the frame150for use while the shell140is in the open or closed configuration. The frame150can support one or more solar panels152. As the petals142of the shell140transition to an open configuration, the solar panels152can become exposed for receiving light. At least some of the solar panels152can be supported by the frame on a side that faces the end cap120, such that the solar panels152face generally in a direction that is in the direction targeted by the antenna of the end cap120. Additionally or alternatively, one or more solar panels152can be provided on an inner side of one or more of the petals142, which can similarly face in the direction of the end cap120when the shell140is in the open configuration. The frame150can provide protection for avionics (e.g., within an interior of the spacecraft100) and can offset a center of gravity for the lift vector. The solar panels152can include short, medium, and long strings to manage the range of Sun distances from Earth launch to the outer planet (e.g., Jupiter). A propellant tank172can be located in a center (e.g., center of gravity) of the structure. The propellant can include, for example, hydrazine, another mono-propellant, and/or another propellant. The propellant tank172can be in fluid communication with each of the thrusters174. FIG.6is a diagram illustrating the control unit of the spacecraft ofFIGS.4and5according to certain aspects of the subject technology. As shown inFIG.6, the control unit can include various avionics and other electrical components for controlling one or operations of the spacecraft100. For example, the control unit902can include and/or be connected to a transponder180, reaction wheels188, a power distribution module186, a command and data-handling system182, and/or an inertial mass unit (“IMU”)184. The control unit902can be stored within an interior region of the spacecraft100and protected by the external components and/or the frame50. The power distribution module186can include miniaturized pyro and thruster control components. The power distribution module186can be connected to the solar panels and include or be connected to a battery. The battery can be selected to store and provide power during the longest continuous off-Sun time, including the aerocapture, maneuvers, science flyby, and eclipses. The control unit902can manage temperature control with electric heaters and thermostats of the spacecraft. The coatings (e.g., TPS materials) on the end cap and backing the solar panels can provide additional insulation to these components during an eclipse. One or more sensors can be provided, including star trackers, Sun sensors, and/or an MEMS (micro-electro-mechanical-systems) IMU to provide attitude determination. The IMU can serve as a secondary sensor for propagating attitude information during star tracker outages, as well as providing acceleration feedback during the aerocapture pass. The aerocapture maneuver involves the spacecraft controlling its attitude to point a lift vector up or down, relative to the planet, to control the magnitude of the aerodynamic drag force measured by the accelerometer by dipping further in or out of the atmosphere. In some embodiments, a single-string, single board computer and daughter card can provide on-board computing and interface capability to bus components. This component incorporates almost the entire functionality of heritage Lockheed Martin command and data handling architectures, trading potentially lower reliability and redundancy to achieve low hardware cost, faster integration time, low power, and substantial volume (and therefore mass) reduction of the avionics vault. This is a favorable trade on a relatively short-duration mission. On-board storage on the CDH card accommodates the science data from each Europa flyby listed in Table 3-1. The total dose tolerance of the computer is 30 krad, which satisfies the 25 krad environmental requirement with margin. Components mounted to the aft deck (vault, instruments, and batteries) can be placed to locate the spacecraft center of gravity for aerodynamic stability. Choosing the placement of these massive components will also create the CG-CP offset needed to produce a lift vector during aerocapture. A telecommunications subsystem can be provided. An amplifier (e.g., traveling-wave tube amplifier) can amplify an RF signal to a 2 m diameter high-gain antenna, providing enough link margin and data rate at the outer planet (e.g., Jupiter) to download the science data. Low-gain antennas provide additional wide-beam coverage for operations near the Earth at the beginning of the mission. FIG.7is a diagram illustrating the spacecraft ofFIGS.4and5with a shell in an open configuration and having jettisoned the heatshield according to certain aspects of the subject technology. As shown inFIG.7, the petals142can transition (e.g., splay) radially outwardly. The petals142of the shell can be deployed after the aerocapture. Additionally, the heatshield160can be jettisoned. To jettisoning the heatshield160, the heatshield160can be retained to the frame and/or other components of the spacecraft100by one or more of a variety of mechanisms. For example, the heatshield160can be retained with one or more latches, locks, hinges, actuators, motors, and/or other mechanisms to control the retention of the heatshield160. Once the heatshield160is jettisoned, one or more instruments190can be exposed. These instruments can have been protected by the heatshield160during prior maneuvers, such as the aerocapture maneuver. As described herein, only one Aero Truman over may be required to achieve a stable orbit about the outer planet. As such, the heatshield may be unnecessary following the aerocapture. Additionally, the instruments190can be utilized during the orbit about the outer planet. For example, the instruments190can include sensors, cameras, spectrographs, interferometers, and the like. Ample, the instrument190can include any device that can be operated to capture data. The capture data can be transmitted to Earth with the communications system, including the antenna of the end cap. FIG.8illustrates a block diagram of a process800for a spacecraft according to one or more implementations of the subject technology. For explanatory purposes, the process800is primarily described herein with reference to the spacecraft and its subsystems. The process800may be performed by one or more components or circuits of the spacecraft. Further for explanatory purposes, the blocks of the process800are described herein as occurring in serial, or linearly. However, multiple blocks of the process800may occur in parallel. In addition, the blocks of the process800need not be performed in the order shown and/or one or more blocks of the process800need not be performed and/or can be replaced by other operations. The process800starts at step802, in which the spacecraft is launched from an origin, for example, with the assistance of a launch vehicle. While in the launch configuration, the shell of the spacecraft can be closed, and the end cap, shell, and heatshield can provide protection to components stored within an interior region of the spacecraft. At step804, the spacecraft can transition to a cruise configuration with the shell open for exposing solar panels of the spacecraft. The solar panels can provide power for operations of the spacecraft, including sensing, temperature management, and/or communications. At step806, the spacecraft can transition to an aerocapture configuration with the shell closed. In such a configuration, the heatshield and the closed shell can provide protection during an aerocapture maneuver. Accordingly, the shell can be closed prior to commencement of the aerocapture maneuver. At step808, the spacecraft can transition to an orbit configuration with the shell being open again for exposing solar panels of the spacecraft. Additionally, the heatshield of the spacecraft can be jettisoned, as no additional aerocapture maneuver may be needed. By jettisoning the heatshield, instruments can be exposed for operation during orbit about the outer planet. FIG.9is a block diagram that illustrates a computer system900upon which an embodiment of the subject disclosure may be implemented. Computer system900includes a bus or other communication mechanism for communicating information, and a processor (e.g., of the control unit902) coupled with the bus for processing information. Computer system900can also include a memory, such as a random access memory (“RAM”) or other dynamic storage device, coupled to bus for storing information and instructions to be executed by processor904. The memory may also be used for storing temporary variables or other intermediate information during execution of instructions by the processor. The control unit902can include or be operably connected to one or more other components of the computer system900. For example, the control unit902can be operably connected to the thrusters174and/or sensors906(e.g., IMU, star tracker, etc.) for performing avionic operations. The control unit902can further be operably connected to any instruments190that are exposed upon jettisoning the heatshield. The control unit902can also be operably connected to a communication module910, including one or more connections to the antenna of the spacecraft for transmitting and/or receiving signals. The control unit902can also be operably connected to solar panels152, such as through the power distribution module. The control unit902can also be operably connected to one or more motors, actuators, and the like to controllably deploy and/or retract the petals with a petal control module914. The control unit902can also be operably connected to one or more motors, actuators, and the like to controllably retain and/or jettison the heatshield with a heatshield control module916. The description of the subject technology is provided to enable any person skilled in the art to practice the various embodiments described herein. While the subject technology has been particularly described with reference to the various figures and embodiments, it should be understood that these are for illustration purposes only and should not be taken as limiting the scope of the subject technology. There may be many other ways to implement the subject technology. Various functions and elements described herein may be partitioned differently from those shown without departing from the scope of the subject technology. Various modifications to these embodiments may be readily apparent to those skilled in the art, and generic principles defined herein may be applied to other embodiments. Thus, many changes and modifications may be made to the subject technology, by one having ordinary skill in the art, without departing from the scope of the subject technology. A reference to an element in the singular is not intended to mean “one and only one” unless specifically stated, but rather “one or more.” The term “some” refers to one or more. Underlined and/or italicized headings and subheadings are used for convenience only, do not limit the subject technology, and are not referred to in connection with the interpretation of the description of the subject technology. All structural and functional equivalents to the elements of the various embodiments described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and intended to be encompassed by the subject technology. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the above description. | 26,526 |
11858665 | Throughout the drawings, the same reference numerals and characters, unless otherwise stated, are used to denote like features, elements, components, or portions of the illustrated embodiments. Moreover, while the subject invention will now be described in detail with reference to the drawings, the description is done in connection with the illustrative embodiments. It is intended that changes and modifications can be made to the described embodiments without departing from the true scope and spirit of the subject invention as defined by the appended claims. DETAILED DESCRIPTION Specific exemplary embodiments of the invention will now be described with reference to the accompanying drawings. This invention may, however, be embodied in many different forms, and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. It will be understood that when a feature is referred to as being “connected” or “coupled” to another feature, it can be directly connected or coupled to the other feature, or intervening features may be present. Furthermore, “connected” or “coupled” as used herein may include wirelessly connected or coupled. It will be understood that although the terms “first” and “second” are used herein to describe various features, these features should not be limited by these terms. These terms are used only to distinguish one feature from another feature. Thus, for example, a first user terminal could be termed a second user terminal, and similarly, a second user terminal may be termed a first user terminal without departing from the teachings of the present invention. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. The symbol “/” is also used as a shorthand notation for “and/or”. The terms “spacecraft”, “satellite” and “vehicle” may be used interchangeably herein, and generally refer to any orbiting satellite or spacecraft system. The present disclosure relates to an integral actuation device for a deployment mechanism. Advantageously, the device may be an additively manufactured component having a rigid portion and a flexible portion. The rigid portion may be configured as a structural member and the flexible portion may be configured as a torsion spring. At least a first end of the torsion spring extends from a wall of the rigid portion. In some implementations, a proximal end of the torsion spring extends from a wall of the rigid portion and a distal portion end of torsion spring is flexibly disposed with respect to the rigid portion. In other implementations, both a proximal end and a distal second end of the torsion spring extend from respective regions of the wall of the rigid portion while a central portion of the torsion spring disposed between the proximal end and the distal end are flexibly disposed with respect to the rigid portion. FIG.1illustrates an example of an actuation device in accordance with an implementation. The actuation device100is, advantageously, an integral, additively manufactured component. The actuation device100may be formed from a polymeric or metallic material, for example. In the illustrated example, the actuation device100includes a shaped structural member101. In some implementations, the structural member101may be a thin-walled tube. In the illustrated example, the thin-walled tube has a circular cross-section, but an oval, elliptical or polygonal cross-section may be contemplated by the present disclosure. The actuation device100also includes a flexible portion102that may be configured to operate as a helical torsion spring. A proximal end103of the flexible portion102extends from the rigid member101. A distal end104of the flexible portion102is movable with respect to the rigid member101. More particularly, application of a force to the distal end104may compress or expand (“load”) the torsion spring with respect to a rest position. In the illustrated implementation, the actuation device100also includes a coupling feature105disposed proximate to the distal end104of the flexible portion102. Advantageously, the coupling feature105may be an integral, additively manufactured feature of the actuation device100. As described in further detail hereinbelow, the coupling feature105may be configured to facilitate a threaded or press fit interface with a coupling interface of a spacecraft appendage to be deployed (not illustrated). In some implementations, for example, the coupling feature105may be configured with a press fit characteristic, such that the coupling feature105may be compressed slightly in order to reduce its outer diameter to pass through a corresponding hole in the coupling interface of the spacecraft appendage. FIG.2illustrates two views of an actuation device according to a further implementation. The actuation device200may be regarded as a three-legged corner fitting, or coupling node, that includes a rigid portion that is configured to include three rigid members (legs),201(1),201(2) and201(3), extending outward from a common central region206. In the illustrated example, the actuation device200includes two flexible portions,202(1) and202(2), each flexible portion being associated with a respective structural member and configured to operate as helical torsion spring (deployment coil). A proximal end203(1) of the flexible portion202(1) extends from the rigid member201(1). Similarly, a proximal end203(2) of the flexible portion202(2) extends from the rigid member201(2). As described above in connection withFIG.1, a distal end204(i) of each flexible portion is movable with respect to a respective rigid member201(i). Moreover, the actuation device200also includes a coupling feature205(i) disposed proximate to the distal end204(i) of each flexible portion202(i). Advantageously, the coupling features205(i) may be integral, additively manufactured, features of the actuation device200. In the example ofFIG.2, the actuation device is configured to have three legs, of which each of two legs has an associated torsion spring. Actuation devices having two, four or more legs, of which one or more have an associated torsion spring, are also contemplated by the present disclosure. FIG.3illustrates a deployment mechanism, according to an implementation. In the illustrated implementation, a deployment mechanism300includes two actuation devices,320(1) and320(2) and a coupling node322. The deployment mechanism300may be configured as (or as part of) a closed truss structure form fabricated using one or more the techniques disclosed in U.S. Pat. No. 10,227,145, assigned to the assignee of the present invention, the disclosure of which is hereby incorporated by reference in its entirety into the present application. In the illustrated example, actuation devices,320(1) and320(2) are mechanically coupled by way of a strut element310and include, respectively, associated torsional springs302(1) and302(2). A spacecraft appendage3000may be coupled with the deployment mechanism300by way of respective distal ends of the torsional springs302(1) and302(2). An exploded view of such an arrangement is shown in Detail A. As described in more detail hereinbelow, the distal end of each of the torsional springs302(1) and302(2) include a press fit assembly that engages with a respective coupling insert3004(1) and3004(2) of the spacecraft appendage3000. Detail B and Detail C illustrate, respectively, a stowed and a deployed configuration of the assembly of the spacecraft appendage3000with the deployment mechanism300. Advantageously, the actuation devices320(1) and320(2) may be configured to provide for controlled deployment of appendage3000to a predefined angle. In the stowed configuration (Detail B) the appendage3000may be secured by a releasable hold-down device (not illustrated) in a position that causes a torsional pre-load of the torsional springs302(1) and302(2). When the hold-down device is released, deployment of the panel may be passively driven by the springs302(1) and302(2) relieving the torsional pre-load. FIG.4illustrates an example of a coupling feature of a torsion spring engaging with coupling inserts of a spacecraft appendage4000. Referring first to Detail D, in the illustrated example, the coupling feature405may be configured as a press fit arrangement disposed at or near the distal end of a torsion spring (not illustrated). The coupling feature405may be configured to engage with walls of a mating coupling interface4004. Such an arrangement may allow quick assembly where, in the illustrated example, the coupling feature405is configured as a male press fit arrangement that engages with the mating coupling interface4004, which is configured as a complementary female press fit interface of the spacecraft appendage4000. As may be observed in Detail E, a centerline relief provides space for a compressive deformation of the coupling feature405while a top lip portion is configured to prevent inadvertent retraction of the coupling feature405after engagement with the coupling interface4004. Referring again toFIG.2, in some implementations, one or all of the legs201(1),201(2) and201(3) may have different lengths. As a result, an actuation device200may be asymmetrical and facilitate assembly into a closed form truss structure as described in U.S. Pat. No. 10,227,145. Advantageously, two actuation devices200may be mutually complementary. As a result, in configurations where, as in the illustrated example,201(1),201(2) and201(3) are mutually orthogonal, a four-corner rectangular deployment mechanism may be contemplated where each of the four corners is formed from an identical actuation device200. Alternatively, more complex geometric shapes can be realized by altering the angle between the legs. For example, a “soccer ball” arrangement that includes twelve pentagonal and twenty hexagonal faces can be fabricated utilizing just two different designs. It will be appreciated that dimensions of deployment device200may be scaled to accommodate various spacecraft requirements for loading, dynamic response, deployment angle, size, and shape. FIG.5illustrates a view of an actuation device according to a further implementation. Similarly to the actuation device200described above in connection withFIG.2, the actuation device500may be regarded as a three-legged corner fitting, or coupling node, that includes a rigid portion that is configured to include three shaped structural members (legs),501(1),501(2) and501(3), extending outward from a common central region506. In the illustrated example, the actuation device500includes two flexible portions,502(1) and502(2), each flexible portion being associated with a respective member and configured to operate as helical torsion spring (deployment coil). A proximal end503(1) and a distal end504(1) of the flexible portion502(1) extends from the rigid member501(1). Similarly, a proximal end503(2) and a distal portion504(2) of the flexible portion502(2) extend from the rigid member501(2). The actuation device500includes a coupling feature505(i) that is disposed between the proximal end503(i) and the distal end504(i) of each flexible portion502(i). Advantageously, the coupling features505(i) may be integral, additively manufactured, features of the actuation device500. In addition to providing torque for deployment of an appendage, it is contemplated that the deployment device200may include one or more damping features. For example, additional torsion springs (not illustrated) may be configured to provide passive damping for the deployment mechanism. For example, one or more mirrored helicoil springs may be configured for this purpose. Alternatively or in addition, a portion of one or more legs may be configured to include a passive dampening feature to help reduce overall dynamic loading to the spacecraft and subassemblies Thus, a deployment mechanism that includes an integral, additively manufactured, actuation device having a shaped structural member and a torsion spring has been disclosed. It will thus be appreciated that those skilled in the art will be able to devise numerous systems and methods which, although not explicitly shown or described herein, embody said principles of the invention and are thus within the spirit and scope of the invention as defined by the following claims. | 12,536 |
11858666 | The present disclosure will be further explained below in combination with the drawings and the embodiments. DETAILED DESCRIPTION The specific embodiments of the present disclosure will be described in more detail below with reference toFIG.1toFIG.4. Although the specific embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, providing these embodiments is to understand the present disclosure more thoroughly and completely convey the scope of the present disclosure to those skilled in the art. It should be illustrated that some words are used in the Description and claims for indicating specific components. Those skilled in the art should understand that those skilled may name the same component with different nouns. The Description and claims do not take differences of nouns as a mode of distinguishing components, but takes differences of the components in function as a distinguishing criterion. For example, “include” or “comprise” mentioned throughout in the Description and claims is an open term, and thus should be explained as “include, but not limited to”. The Description subsequently describes the preferred embodiments for implementing the present disclosure, but the above-mentioned description aims at the general principle of the Description, but is not intended to limit the scope of the present disclosure. The protection scope of the present disclosure should be defined by the appended claims. In order to facilitate understanding the embodiments of the present disclosure, further explanation and illustration will be carried out below in combination with the drawings by taking the specific embodiments as examples, and each drawing does not constitute limitation to the embodiments of the present disclosure. For better understanding,FIG.1is a step schematic diagram of a method according to one embodiment of the present disclosure, and as shown inFIG.1, a propulsion method based on liquid carbon dioxide phase change includes the following steps that:in a first step S1, carbon dioxide is accommodated in a thermally insulated container1in a liquid phase form;in a second step S2, transient heating is carried out to convert the carbon dioxide from a liquid phase to a gas phase; andin a third step S3, a predetermined jet-out amount of carbon dioxide gas after the phase change is jetted in a predetermined direction so as to obtain a propulsion force. According to the present disclosure, the liquid carbon dioxide just can be stored at a temperature of 10° C., a liquid-gas phase change temperature of the carbon dioxide is 31° C., and the phase change temperature is close to the room temperature; when the liquid-gas phase change occurs, the volume or the pressure is instantaneously increased by 500 to 600 times, the carbon dioxide is changed from liquid to gas, and this process purely is a physical process without generation of any toxic and harmful substances; and the gas after the phase change can generate a huge propulsion force by directional jetting-out, so that any propulsion demands, such as launching of a ground carrier rocket in the primary and secondary stages, continuous propulsion of an aircraft after rocket separation, efficient deceleration and relaunching of the aircraft during landing on the surface of the moon, the Mars, the Venus and even some minor planets, takeoff and landing propulsion of a remote surface exploration aircraft based on a mother ship on the surface of the Mars and the like, can be implemented. In a preferred embodiment of the method, in the first step S1, the carbon dioxide is accommodated in the thermally insulated container1in the liquid phase form at a predetermined temperature, and the predetermined temperature is room temperature lower than a liquid-gas phase change temperature of carbon dioxide. In a preferred embodiment of the method, in the first step S1, the predetermined temperature is 10° C. In a preferred embodiment of the method, in the second step S2, time consumption of transient heating is in a millisecond grade. In a preferred embodiment of the method, in the second step S2, transient heating is implemented via heat transfer, heat exchange or energy conversions. In a preferred embodiment of the method, in the second step S2, a temperature rise of transient heating does not exceed 21° C. In a preferred embodiment of the method, in the third step S3, the carbon dioxide gas after the phase change is controlled to be jetted through release valves5so as to obtain the propulsion force. In a preferred embodiment of the method, in the third step S3, the propulsion force is a continuous action force lasting for a predetermined time. In a preferred embodiment of the method, the thermally insulated container1is a high-pressure-resistant closed container. In order to further understand the present disclosure, in one embodiment, the propulsion method based on the liquid carbon dioxide phase change includes: a liquid-gas phase change implementation technology and a propulsion control technology, whereinthe liquid-gas phase change implementation technology mainly implements the change of the carbon dioxide from the liquid phase to the gas phase through transient heating, and transient heating technologies include, but are not limited to, electric heating, heat transfer, heat exchange and energy conversions; and the propulsion control technology is mainly that the carbon dioxide gas after the phase change is jetted out as required at a gas phase storage portion by a control technology of commanding the automatic release valves5through an adaptive program so as to obtain a target propulsion force. As shown inFIG.2, in one embodiment, the propulsion method based on the liquid carbon dioxide phase change includes:the liquid carbon dioxide is injected into the thermally insulated container1, e.g., a specific thermally insulated tank, the tank is provided with electrodes4, the liquid carbon dioxide is heated by, for example, a micro current and a highly thermo-sensitive material, or the liquid carbon dioxide is heated by high-voltage discharge or in other heating manners and the like, the liquid carbon dioxide in the tank is transiently heated, the phase change is implemented when a temperature phase change point is achieved, and the automatic control release valves5are arranged at the tail of the tank for releasing the phase-changed gas so as to obtain propulsion forces meeting different demands. A Propulsion Device Includes:a thermally insulated container1, which accommodates carbon dioxide in a liquid phase form;a transient heating module2, which transiently heats the carbon dioxide in the liquid phase form in the thermally insulated container1to convert the carbon dioxide from a liquid phase to a gas phase; anda jetting module3, which controllably jets out carbon dioxide gas after the phase change so as to obtain a propulsion force. In a preferred embodiment of the propulsion device, the thermally insulated container1includes a thermally insulated tank capable of bearing a predetermined pressure, the jetting module3includes a plurality of release values5which are different in orientation and arranged on the thermally insulated tank, and in response to a predetermined propulsion force, the release valves5are configured to regulate a jet-out amount of carbon dioxide gas. In an embodiment as shown inFIG.3, the inner diameter of the thermally insulated container1of a propulsor tank is adjustable within a range of 5 cm to 50 cm, and the height of the thermally insulated container1, i.e., from a plane where the jetting module3including the release valves5at the tail is positioned to a position where the curvature radius of the head of a propulsor is the minimum, is adjustable within a range of 10 cm to 150 cm; and the thermally insulated container1adopts a thermal insulation material, e.g., thermal insulation carbon steel, alloy and the like, the temperature of the liquid carbon dioxide in the tank is kept always below a phase change temperature point, and when heating is triggered by utilizing micro current or high-voltage discharge plasma, the temperature can rapidly rise to the phase change point. In an embodiment, the head of the thermally insulated container1is of an ellipsoid shape, the length of the short axis of the ellipsoid is adjustable within a range of 5 cm to 50 cm, and the length of the semi-major axis of the ellipsoid is adjustable within a range of 6 cm to 100 cm; and the wind resistance is reduced so as to benefit to formation of a stable flow field and heat loss in the propulsion process. In one embodiment, the transient heating module2includes electrodes4, each electrode4is a good conductor, the diameter of each electrode4is adjustable within a range of 0.1 mm to 2 mm, a material of each electrode4is not limited to copper and stainless steel, each electrode4is led into the propulsor tank via an insulator sleeve, a certain voltage is applied to both ends of each electrode4, for example, the voltage magnitude is adjustable within a range of several volts to several hundred volts, and it is subject to a case that the micro current is generated so as to heat the liquid carbon dioxide. Each insulator sleeve is of an arc umbrella skirt structure, so that the creepage distance is increased, and insulation safety is ensured; and the electrodes4are arranged in the middle, so that insulation from the inner and outer walls of the propulsor tank is implemented. In one embodiment, the highly thermo-sensitive material is of an inverted U shape, a spiral shape and the like; and the ends of two electrodes4inside the propulsor tank are connected with the highly thermo-sensitive material, when the micro current flows through the highly thermo-sensitive material, the highly thermo-sensitive material transiently emits heat, response time ranges from several hundred milliseconds to several milliseconds, and huge heat is released transiently for heating the liquid carbon dioxide so as to implement the phase change. In one embodiment, the strength of the transient heating module2is higher than the pressure generated by the phase change. In one embodiment, the transient heating module2is arranged at a distance of 1 cm to 4 cm to the wall of the thermally insulated container1. In one embodiment, the thermally insulated container1is provided with a protection structure for protecting the transient heating module2, the strength of the protection structure is higher than the pressure generated by the phase change, and further, the pressure difference is 10 MPa to 500 MPa and is adjusted according to different demands. Further, the protection structure and the thermally insulated container1are integrally formed. In one embodiment, the protection structure is an arc shielding structure. In one embodiment, the jetting module3includes release valves5arranged at the tail of the thermally insulated container1and jet nozzles6connected with the release valves5, and a pressure release threshold is adjustable within a range of 15 MPa to 100 MPa. In one embodiment, automatic pressure release valves5are arranged at the tail of the propulsor, and automatically controls the pressure release threshold according to the sizes of the pressure and the required propulsion force in the phase changing process inside the propulsor tank. In one embodiment, the inner diameter of each jet nozzle6is adjustable within a range of 1 cm to 15 cm, each jet nozzle6is of a jet nozzle6structure with a geometrical shape such as a conical shape, a bell shape, a plug-type shape, an expansion-bias current shape and the like, and each jet nozzle6which is adjustable in angle is arranged at the tail of the propulsor for guiding the gas-phase carbon dioxide released from the corresponding release valve5to generate the directional propulsion force. In one embodiment as shown inFIG.4, for example, the inner diameter of the thermally insulated container1of the propulsor tank is adjustable within a range of 5 cm to 50 cm, and the height of the thermally insulated container1, i.e., from the plane where the jetting module3including the release valves5at the tail is positioned to the position where the curvature radius of the head of the propulsor is the minimum, is adjustable within a range of 10 cm to 150 cm; and the thermally insulated container1adopts a thermal insulation material, e.g., thermal insulation carbon steel, alloy and the like, the temperature of the liquid carbon dioxide in the tank is kept always below the phase change temperature point, and when heating is triggered by utilizing the micro current or high-voltage discharge plasma, the temperature can rapidly rise to the phase change point. In one embodiment, the head of the thermally insulated container1is of an ellipsoid shape, i.e., the head of the propulsor is of an ellipsoid shape, the length of the short axis of the ellipsoid is adjustable within a range of 5 cm to 50 cm, and the length of the semi-major axis of the ellipsoid is adjustable within a range of 6 cm to 100 cm; and the wind resistance is reduced so as to benefit to formation of the stable flow field and heat loss in the propulsion process. In one embodiment, the transient heating module2includes electrodes4, each electrode4is a good conductor, the diameter of each electrode4is adjustable within a range of 0.1 mm to 2 mm, a material of each electrode4is not limited to copper and stainless steel, each electrode4is led into the propulsor tank via an insulator sleeve, a certain voltage is applied to both ends of each electrode4, for example, the voltage magnitude is adjustable within a range of several hundred volts to several ten thousand volts, and it is subject to a case that the discharge plasma is generated in gaps of the highly thermo-sensitive electrodes4inside the tank. Each high-voltage insulator sleeve is designed to be of an arc umbrella skirt structure, so that the creepage distance is increased, and the insulation grade is improved; and the electrodes4are arranged in the middle, so that insulation from the inner and outer walls of the propulsor tank is implemented. In one embodiment, the thermally insulated container1is provided with a protection structure for protecting the transient heating module2, and the strength of the protection structure is higher than the pressure generated by the phase change. Further, the protection structure and the thermally insulated container1are integrally formed. In one embodiment, the protection structure is of an arc shielding structure. In one embodiment, in electrode4structures, each two highly thermo-sensitive electrodes4in the horizontal direction are set to form an electrode4structure which is designed into a pin-pin structure, a bar-bar structure and the like, and 1 to 20 pairs of electrode4structures can be arranged inside the tank according to the propulsion force demands, so that when a high voltage is applied to the electrodes4, the discharge plasma can be generated in the gaps; and while discharge plasma channels are generated, a high current is formed, and then the material of the highly thermo-sensitive electrodes4is heated. In one embodiment, the ends of two electrodes4inside the propulsor tank are connected with the highly thermo-sensitive material, when the discharge plasma is generated, the large current flows through the highly thermo-sensitive material, the highly thermo-sensitive material transiently emits heat, response time ranges from several microseconds to several milliseconds, and huge heat is released transiently for heating the liquid carbon dioxide so as to implement the phase change. In one embodiment, the jetting module3includes release valves5arranged at the tail of the thermally insulated container1and jet nozzles6connected with the release valves5. In one embodiment, automatic pressure release valves5are arranged at the tail of the propulsor, a pressure release threshold is adjustable within a range of 15 MPa to 100 MPa, and the pressure release threshold is automatically controlled according to the sizes of the pressure and the required propulsion force in the phase changing process inside the propulsor tank. In one embodiment, the inner diameter of each jet nozzle6is adjustable within a range of 1 cm to 15 cm, each jet nozzle6is designed to be of a jet nozzle6structure with a geometrical shape such as a conical shape, a bell shape, a plug-type shape, an expansion-bias current shape and the like, and each jet nozzle6which is adjustable in angle is arranged at the tail of the propulsor for guiding the gas-phase carbon dioxide released from the corresponding release valve5to generate the directional propulsion force. Although the embodiments of the present disclosure are described above in combination with the drawings, the present disclosure is not limited to the above-mentioned specific embodiments and application fields, and the above-mentioned specific embodiments are merely schematic and instructive, but are not limitative. Those of ordinary skill in the art can also make various forms under the enlightenment of the Description without departure from the scope protected by the claims of the present disclosure, and all the forms shall fall within the scope of protection of the present disclosure. | 17,530 |
11858667 | DETAILED DESCRIPTION Examples are described herein in the context of launch vehicles and satellite placement in orbit. Those of ordinary skill in the art will realize that the following description is illustrative only and is not intended to be in any way limiting. For example, the techniques described herein may be used to launch other materials into space. Reference will now be made in detail to implementations of examples as illustrated in the accompanying drawings. The same reference indicators will be used throughout the drawings and the following description to refer to the same or like items. In the interest of clarity, not all of the routine features of the examples described herein are shown and described. It will, of course, be appreciated that in the development of any such actual implementation, numerous implementation-specific decisions need to be made in order to achieve the developer's specific goals, such as compliance with application- and business-related constraints, and that these specific goals will vary from one implementation to another and from one developer to another. Typically, satellites are dispensed from monolithic dispenser towers attached to a second stage of a launch vehicle. The dispenser tower is connected to a second stage of a launch vehicle and enclosed within a clamshell fairing. Upon reaching the desired altitude, the halves of the clamshell fairing release and separate, exposing the dispenser tower for the satellites to be released and dispensed. Such dispenser towers are formed of aluminum forgings or solid-walled carbon fiber tubes. These options are expensive to acquire and time consuming to manufacture and can amount to be a substantially heavy payload. In comparison, modular dispenser systems described below allow high volume production without compromising performance of the dispenser tower. The modular dispenser systems provide stiffness and strength without introducing additional weight, or otherwise reducing the weight relative to traditional solid-walled carbon fiber dispenser towers, and allow fast and accurate manufacturing for high volumes of launches. Furthermore, according to embodiments of the present disclosure, a dispenser system is designed to maximize payload volume in a launch vehicle by including multiple concentric rows of satellites. A large capacity launch vehicle can be deployed and includes such a dispenser system. Embodiments of the present disclosure are directed to, among other things, modular satellite dispensers. In an example, a modular satellite dispenser is connected to a second stage of a launch vehicle and is enclosed within a payload compartment. The modular satellite dispenser is formed by stacking multiple dispenser rings. A dispenser ring includes vertical stanchions providing structure along an axis of the dispenser ring. The vertical stanchions are coupled to one or more inner rings of the dispenser ring. The vertical stanchions also include truss structures extending radially from the vertical stanchions away from the center of the dispenser ring to define a satellite retention area. At the end of the truss structures is an external ring around the outer perimeter of the dispenser ring. The external ring includes satellite attachments where satellites are connected for launch, with portions of the satellites contained in the satellite retention area. In a particular illustrative example, the modular satellite dispenser includes three or more dispenser rings stacked vertically, with a center axis of each dispenser ring aligned with the others. The dispenser rings connect to one another at the ends of the vertical stanchions for form the modular satellite dispenser. Each dispenser ring has ten satellites connected to the external ring at the outer perimeter of the dispenser ring. The dispenser rings are connected together as described and connected to a payload adapter of a second stage of a launch vehicle. The launch vehicle is launched into space, or to an altitude above the surface of the Earth, and the satellites are released or launched from the modular satellite dispenser. Embodiments of the present disclosure are also directed to, among other things, a concentric satellite dispenser. In an example, the concentric satellite dispenser has a first dispenser with a second dispenser concentric with and surrounding the first dispenser. The first dispenser fits within a payload compartment of a launch vehicle and couples to a payload adapter to secure to the launch vehicle. The first dispenser defines a number of satellite retention areas around the perimeter of the first dispenser and along the length of the first dispenser. The second dispenser connects to the first dispenser and includes a number of satellite retention areas around the perimeter of the second dispenser. The second dispenser selectively releases from the first dispenser via support struts. In a particular illustrative example, a concentric satellite dispenser includes a first dispenser that extends the length of a payload compartment of a launch vehicle. The first dispenser has rows of satellites connected at its perimeter in rows, each row having five satellites. The first dispenser includes six rows of satellites. The second dispenser is connected to the first dispenser with selectively releasable struts. The second dispenser has rows of satellites connected at its perimeter, each row having ten satellites. The second dispenser including four rows of satellites. The concentric satellite dispenser is connected to a payload adapter of a second stage of a launch vehicle. The launch vehicle is launched into space, or to an altitude above the surface of the Earth, and the satellites are released or launched from the second dispenser. After the satellites are released from the second dispenser, the second dispenser releases from the first dispenser. After the second dispenser releases, the satellites connected to the first dispenser are released. In the interest of clarity, embodiments of the present disclosure may be described in connection with non-geosynchronous orbit (NGSO) satellites. Additionally, reference made to low Earth orbit (LEO) is used for description purposes here. However, the embodiments of the present disclosure are not limited as such. Instead, the embodiments similarly apply to the launch of one or more satellites into one or more orbits or to one or more orbital altitudes within an orbit. FIG.1depicts a second stage108of a launch vehicle with a fairing removed showing a satellite dispenser114with satellites118connected thereto. In an example, the second stage108includes a propulsion device122to provide thrust to the second stage108. The satellite dispenser114is connected to the second stage108at a payload adapter116. The payload adapter116may be part of an Evolved Expendable Launch Vehicle (EELV), such as an EELV Secondary Payload Adapter (ESPA). The ESPA may include a ring adapter. The ESPA ring adapter may support a 15,000 pound (6,800 kg) payload with up to six additional payloads of two-hundred pounds (eighty kilograms) each. The ESPA ring uses a metallic ring based on an aluminum cylinder with ports therein. The ports are circular ports around the ring for mounting component on the exterior of the ring. The payload adapter116is attached to a base of the satellite dispenser114. The satellite dispenser114extends from the payload adapter116from the payload adapter116to the inside end of the fairing and along the center axis of the launch vehicle. By extending the length of the interior volume of the fairing, the satellite dispenser114may maximize the total number of the satellites118within the payload of the second stage108. The satellite dispenser114has the satellites118connected thereto at a number of connection locations120along the length and around the perimeter of the satellite dispenser114. The connection locations include releasable connections to secure the satellites118and selectively release or launch them into LEO. The satellites118may be released from the satellite dispenser114all at the same time or over a period of time. The satellite dispenser114can be a modular satellite dispenser formed of multiple modular rings. Each ring includes a particular number of satellites, or satellite attachment points as further described inFIG.2. The rings may have the same design and carry the same number of satellites. In some examples the rings may have different designs or carry a varying number of satellites, fewer or more than other rings. In an example, one ring can be made wider or taller than another to accommodate satellites of a different size or shape. In an example, the rings near the top of the payload compartment may have a narrower diameter and carry a lesser number of satellites while still fitting within the payload compartment and optimizing or more efficiently using the space within the payload compartment. In an example, a ring at the base of the satellite dispenser114may have a larger diameter to provide additional stability or carry a larger number of satellites, and thereby also move the center of gravity of the payload compartment towards the base of the launch vehicle. Some rings of the satellite dispenser114may be included which are narrower or serve as spacers by not having satellites connected to provide area for satellites connected to other rings, such as satellites that are long in at least one direction. FIG.2depicts a modular dispenser ring200of a modular satellite dispenser, such as the satellite dispenser114ofFIG.1, according to at least one example. In an example, the modular dispenser ring200may have a number of satellites210connected around a perimeter of the modular dispenser ring200. The modular dispenser ring200may be combined with other modular dispenser rings200to form the modular satellite dispenser. In an example, the modular dispenser ring200includes a first inner circular ring212and a second inner circular ring214defining the inner perimeter of the modular dispenser ring200. In some examples there may be a third inner circular ring or additional inner circular rings as well as only the first inner circular ring to define the inner perimeter. Additional inner circular rings may provide additional strength or stiffness to the modular dispenser ring200. Each of the first inner circular ring212and the second inner circular ring214has a height that is only a fraction of the height of the modular dispenser ring200. In an example, the height (e.g., cross-section) of each of the first inner circular ring212and the second inner circular ring214may only be five percent or less of the height of the modular dispenser ring200. In an example, the first inner circular ring212and the second inner circular ring214have a diameter in a range of ten to one hundred centimeters. The first inner circular ring212and the second inner circular ring214define a central volume through which a central axis of the second stage108passes. In other words, the center portion of the modular dispenser ring200may align concentrically with the second stage108. The first inner circular ring212and the second inner circular ring214are connected by a number of vertical stanchions204. The vertical stanchions have a length in a range of fifty to four hundred centimeters and have a cross section of only a few to ten centimeters across. The vertical stanchions204extend perpendicular to the first inner circular ring212and the second inner circular ring214. The vertical stanchions204are also parallel to a central axis of the modular dispenser ring200. In some examples, the vertical stanchions204may be at an angle relative to the central axis. For example, the vertical stanchions204may be at an angle of ten degrees relative to the central axis. The vertical stanchions204may be support beams or structures such as “I” beams, tubular supports, solid supports, or other such support structures. The vertical stanchions can be hollow or solid and can be made out of a rigid material, such as steel, aluminum, carbon fiber, magnesium, titanium, or other such materials. At each end of the vertical stanchions204, securing devices206are connected to the vertical stanchions204. A securing device206may be used to secure a first modular dispenser ring200to a second modular dispenser ring200to form a satellite dispenser, such as satellite dispenser114. The securing device206may be a plate defining holes therein, through which bolts may extend to a secure securing devices206of an adjacent modular dispenser ring200. In some examples, the securing device206may include a release mechanism, such as a hold down and release mechanism that releasably secures the securing devices206together and selectively releases the connection between the securing devices206. The securing device206may also include a permanent connection, such as the securing device206being welded to or otherwise permanently affixed to an adjacent securing device206. In some examples, the securing device206may include an adapter ring which connects to the ends of multiple vertical stanchions. The adapter ring may also include a securing mechanism to securely affix the adapter ring of a first modular dispenser ring to an adapter ring of a second modular dispenser ring. The adapter ring may allow the first modular dispenser ring and the second modular dispenser ring to be rotated at angle with respect to one another when secured. This may be advantageous in situations where satellites are staggered along the height of the satellite dispenser to accommodate larger satellites or satellites having a unique shape while still packing as tightly as possible around the satellite dispenser. Extending radially from the modular dispenser ring200and connected to the vertical stanchions204are truss structures208. The truss structures208extend out and increase the external diameter of the modular dispenser ring200. The larger external diameter of the modular dispenser ring200allows for a greater number of satellites210to be connected to the modular dispenser ring200and increases the capacity of the satellite dispenser. The truss structures208also define areas, in between adjacent truss structures208, which may receive satellites210or portions of satellites210such as a satellite component to protect a portion of the satellite210during launch. Such areas are referred to herein as retention areas to connote the capability of retaining at least portions of satellites. All together, the vertical stanchion204, truss structure208, and securing devices206form a vertical support member202. The truss structures208include a number of components or trusses in a truss arrangement. For example, a truss structure208may be a planar truss with all elements of the truss laying in a two-dimensional plane to preserve as much area as possible in the area described above between truss structures for satellites to rest in. In some examples, the truss structures208may be in a three-dimensional structure, with supports for the upper beam extending from two different locations on each of a first external ring216and a second external ring218. This may be beneficial for larger satellites or satellites210having greater weight to provide support and prevent collision with adjacent satellites210during launch of the launch vehicle. Such a structure may include a space frame truss comprised of tetrahedrons or other similar three-dimensional shapes. AlthoughFIG.2shows each of the truss structures208as a Warren truss with equilateral triangles formed by the struts of the truss structure208, other truss configurations may be suitable or used in place of the Warren truss. Some examples include a Pratt truss, a K truss, a Howe truss, a king truss, and a queen truss. Additional strut configurations may be used which provide support at the side of a truss structure208opposite a vertical stanchion204. At a distal end of the truss structures208, around the external diameter of the modular dispenser ring200, the truss structures208connect to and support the first external ring216and the second external ring218. The first external ring216and the second external ring218define the external diameter of the modular dispenser ring200. The first external ring216and the second external ring218may be rings formed of a solid material, a tube material, a flanged material, or other such cross-section that may increase the strength of the first external ring216and the second external ring218. The first external ring216and the second external ring218may have the same or a similar design as the first internal circular ring212and the second internal circular ring214except for, for instance, having a larger diameter. The first external ring216and the second external ring218may be formed of the same materials, or a different material than the internal rings. In an example, the first internal circular ring212is formed of aluminum while the first external ring216is formed of carbon fiber. Additionally, though two external rings are shown, in some examples there may be only one external ring or there may be three or more external rings. The first external ring216and the second external ring218each include satellite attachment interfaces220. The satellite attachment interfaces220may include a coupleable interface or a releasably coupleable interface. The satellites210connect, releasably, to the satellite attachment interfaces220with satellite connections222. The satellite attachment interfaces220selectively secure and release satellites210to dispense when at the proper altitude during launch. The satellite attachment interface220may include release and launch devices, such as pin-pullers, spring loaded connections, or other similar devices may be used to release and launch the satellites. In an example, a hold and release mechanism used as the satellite attachment interface220may be an electromechanical device include a preloaded launch device such as a spring and a wire or fuse wire that is broken by an electrical current from a signal to launch, allowing the preloaded launch device to actuate. Although the external rings216and218and internal rings212and214of the modular dispenser rings200are shown having similar shapes, the external rings may be formed of a different material or having a different shape. For example, the external rings216and218may be rectangular or polygonal, such as hexagonal, octagonal, or any other n-sided polygon while the internal rings are circular. A polygonal external ring may provide straight edges to couple satellites210to rather than a curved edge of a circular ring. The internal rings212and214may likewise be polygonal in some examples. When connected to the modular dispenser ring200, the satellites210may have portions that extend inwardly towards the center of the modular dispenser ring200through the open structure defined by the first inner circular ring212, the second inner circular ring214, the vertical stanchions204, the truss structures208, the first external ring216, and the second external ring218. The portions of the satellite210extending in towards the center of the modular dispenser ring200may include satellite components or other such devices that may be protected during launch to prevent damage. Furthermore, prior to launch and while on the ground, the open nature of the modular dispenser ring200allows for easy checkout of the satellites210to ensure they are undamaged after transporting them to a launch location without removing the satellites210as required by some previous systems which is both time consuming and difficult. The modular dispenser ring200may be formed of a metal, such as aluminum, that provides favorable mechanical characteristics, such as strength and rigidity, while still remaining lightweight and allowing for the minimal, open structure, to function as desired. In some examples, the modular dispenser ring200, or the components thereof may be formed of other metals such as steel, stainless steel, magnesium, titanium, or other metals or alloys. The first inner circular ring212, the second inner circular ring214, the vertical stanchions204, the securing devices206, the truss structure208, the first external ring216, the second external ring218, and the satellite attachment interfaces220reduce the weight of the satellite dispenser over previous systems which included solid walls extending the full height of the satellite dispenser114. In some examples, the eight of the satellite dispenser may not be reduced, though properties such as stiffness and rigidity may be improved. Additionally, the metallic design of the modular dispenser ring200allows for rapid manufacturing using common techniques, such as welding, bolting, riveting, bending, notching, punching, and simple machining operations. This increases the repeatability and speed of manufacturing of the modular dispenser rings200, thereby reducing costs associated with manufacturing the satellite dispenser114. This significantly simplifies the manufacturing process over typical carbon-fiber or other such designs. Some examples may include hybrid mixtures of metal components and carbon-fiber components, for example with truss structures formed of aluminum and rings formed of carbon-fiber and joined together with connections such as bolts. In some examples, the modular dispenser ring200may be formed of non-metallic materials such as carbon-fiber. The strut and truss design of the modular dispenser ring200may allow the elements of the modular dispenser ring200to be formed individually, for example by forming the vertical stanchions204of carbon fiber before joining them to the first inner circular ring212and the second inner circular ring214. This may reduce the weight of the satellite dispenser114while still providing the favorable manufacturing benefits described above. The modular design of the modular dispenser ring200used to form the satellite dispenser114allows for multiple ring segments to be produced simultaneously, even by disparate manufacturers, and assembled all at once at the launch location into the satellite dispenser114. This simplifies the manufacturing process further and simplifies the logistics of transporting the satellite dispenser from a manufacturing location to a launch site. The modular design is easily scaled to fit a particular number of satellites within the payload of a particular launch vehicle, or to maximize the diameter (and thereby the number of satellites) within a fairing of a large diameter. Additionally, the modular design of the modular dispenser ring200means that additional modular dispenser rings200can quickly and easily be added to increase the height of the satellite dispenser114within the fairing, and ensures that the satellite dispenser114fits in fairings of multiple different launch vehicles. When connected to the dispenser ring200, the satellites210may have portions224that extend inwardly towards the center of the dispenser ring200through an interface plane defined by two adjacent vertical stanchions204. There may be a plurality of interface planes around the perimeter of the satellite dispenser200. One of the interface planes may, for example, be defined an inner plane by the open structure between the first inner circular ring212, the second inner circular ring214, the vertical stanchions204, and the truss structures208. This inner plane may allow for portions of the satellite210to extend or protrude inwardly towards the center of the dispenser ring200into an inner volume of the dispenser ring200. In comparison, the distal end of the truss structures208may define an outer plane through which a portion of satellite210protrudes towards the interior of the dispenser ring200. In some examples, the outer plane may have the satellite protrude through while the interface plane is located towards the center of the dispenser ring200relative to the outer plane and is not pierced or having a portion of the satellite210extending through it. The inner volume of the dispenser ring may provide a space for an installer or inspector to inspect the internal portions of satellite210or the connection to the dispenser ring200. The portions of the satellite extending in towards the center of the dispenser ring200may include one or more satellite components that may be protected during launch to prevent damage. Furthermore, prior to launch and while on the ground, the open nature of the dispenser ring200allows for easy checkout of the satellites to ensure they are undamaged after transporting them to a launch location without removing the satellites as required by some previous systems which is both time consuming and difficult. FIG.3depicts a cross section of the dispenser ring ofFIG.2with satellites210installed thereon, according to at least one example. The satellites210are shown connected to the satellite attachment interfaces220ofFIG.2. In an example as shown, the satellites210abut one another to pack as tightly as possible around the modular dispenser ring200. In an example, the satellites210may be spaced apart by around one centimeter or several centimeters. In another example, the satellites210may be spaced by less than five percent of the width of the satellite210. A satellite component224is shown extending in towards the center of the modular dispenser ring200, located nearer to the center of the modular dispenser ring200than the first external ring216and the second external ring218. In this example, the satellite component224is protected from bumping or colliding with other components during launch of the launch vehicle as vibrations and movement may occur within the second stage of the launch vehicle. Additionally, the satellite component224is on an internal side of the satellite210such that when the satellite210is released from the satellite attachment interface220and dispensed at the proper altitude the satellite component is protected from collisions with potential space debris. In particular, the satellites210propel radially away from the modular dispenser ring200during dispensing of the satellites210. As the satellites210move outwardly, the outward facing side may include shielding and also provides a shield for the more fragile components such as the satellite component224from being on the front side of a potential collision. The satellites210include portions that extend inwardly from the outer plane as defined by the external rings216and218as well as the distal end of the truss structure208. The inner plane, as defined by the inner rings212and214and the vertical stanchions204, does not have a portion of the satellite210protruding through it to keep the inner volume of the dispenser ring200clear for inspection or other purposes such as storage of further devices or equipment. In some examples, the portion of the satellite210may protrude through to the inner volume of the dispenser ring200while still keeping at least a portion of the inner volume clear for inspection. FIG.4depicts a cross section of a satellite dispenser formed from a number of modular dispenser rings200ofFIG.2having satellites210installed thereon, according to at least one example. The modular dispenser rings200are coupled together at the securing device206. The securing device206serve to orient the modular dispenser rings200such that they are concentric around a central axis226. The central axis226is also a central axis of the launch vehicle when the modular dispenser rings are coupled to a payload adapter of the launch vehicle. As described above, securing devices206may permanently or releasably secure the modular dispenser rings200together. For example, the modular dispenser rings200may be permanently assembled by welding the securing devices206together or may be releasably secured as described above with respect toFIG.2. FIG.4shows a modular satellite dispenser, an example of the satellite dispenser114, including five modular dispenser rings200. In some examples the satellite dispenser may include a different number of modular dispenser rings200. For instance, the satellite dispenser114may include up to ten or greater than ten modular dispenser rings200. The size of the satellite dispenser114may be determined based on the payload compartment of a launch vehicle. For instance, some launch vehicles may have a longer payload compartment that is suited to a longer satellite dispenser114to more efficiently use the payload compartment and deliver a greater number of satellites210to LEO. FIG.5depicts a dispenser ring300of a modular satellite dispenser similar to the dispenser ring200described above with respect toFIG.3. In an example, the dispenser ring300may be configured to retain a number of satellites connected around a perimeter of the dispenser ring300similar to the modular dispenser ring200ofFIG.4. The dispenser ring300may be combined with other dispenser rings300to form the modular satellite dispenser as further described inFIG.6. In an example, the dispenser ring300includes a first inner circular ring312and a second inner circular ring314defining the inner perimeter of the dispenser ring300. In some examples there may be a third inner circular ring or a different number of inner circular rings to define the inner perimeter. Additional inner circular rings may provide additional strength or stiffness to the dispenser ring300. Each of the first inner circular ring312and the second inner circular ring314has a height that is only a fraction of the height of the dispenser ring300. In an example, the height (e.g., cross-section) of each of the first inner circular ring312and the second inner circular ring314may only be five percent or less of the height of the dispenser ring300. In an example, the first inner circular ring312and the second inner circular ring314have a diameter in a range of ten to one hundred centimeters. The first inner circular ring312and the second inner circular ring314define a central volume through which a central axis of the second stage108passes. In other words, the center portion of the dispenser ring300may align concentrically with the second stage108. The first inner circular ring312and the second inner circular ring314are connected by a number of vertical stanchions302. The vertical stanchions302have a length in a range of fifty to two hundred centimeters and have a cross section of only a few to ten centimeters across. The vertical stanchions302extend perpendicular to the first inner circular ring312and the second inner circular ring314. The vertical stanchions302are also parallel to a central axis of the dispenser ring300. The vertical stanchions302may be support beams or structures such as “I” beams, tubular supports, solid supports, or other such support structures. The vertical stanchions302can be hollow or solid and can be made out of a rigid material, such as steel, aluminum, carbon fiber, magnesium, titanium, or other such materials. As shown, the vertical stanchions302include a plurality of voids or holes332which reduce the weight of the vertical stanchions302without significantly impacting the strength of the vertical stanchions302. At each end of the vertical stanchions302, securing devices306are connected to the vertical stanchions302. A securing device306may be used to secure a first dispenser ring300to a second dispenser ring300to form a satellite dispenser400, such as satellite dispenser114. The securing device306may be a plate defining holes therein, through which bolts may extend to a secure securing devices306of an adjacent dispenser ring300. In some examples, the securing device306may include a release mechanism, such as a hold down and release mechanism that releasably secures the securing devices306together and selectively releases the connection between the securing devices306. The securing device306may also include a permanent connection, such as the securing device306being welded to or otherwise permanently affixed to an adjacent securing device306. In some examples, the securing device306may include an adapter ring which connects to the ends of multiple vertical stanchions302. The adapter ring may also include a securing mechanism to securely affix the adapter ring of a first dispenser ring to an adapter ring of a second dispenser ring. The adapter ring may allow the first dispenser ring and the second modular ring to be rotated at angle with respect to one another when secured. This may be advantageous in situations where satellites are staggered along the height of the satellite dispenser to accommodate larger satellites or satellites having a unique shape while still packing as tightly as possible around the satellite dispenser. Between adjacent vertical stanchions302are struts330that connect the vertical stanchions and provide strength and rigidity to the dispenser ring300as well as the satellite dispenser when assembled. The struts330are shown as an acute angle, specifically at an angle of forty-five degrees with respect to the vertical stanchions302, though other angles greater or smaller than forty-five degrees may be used. The struts330form triangular structures that provide structural integrity to the dispenser ring300. The struts330may form crossbeams that intersect the vertical stanchions304at a particular angle. For example, the angle may be forty-five degrees, sixty degrees, seventy-five degrees, thirty degrees, or any other suitable angle with respect to the vertical stanchions304. The vertical stanchions302define the external diameter of the dispenser ring300. The vertical stanchions302include satellite attachment interfaces. The satellites connect, releasably, to the satellite attachment interfaces. The satellites may rest, be connected to, or retained in a retention area. The retention area can be defined by two adjacent vertical stanchions302, the first inner circular ring312, and the second inner circular ring314. If the struts330are used, the retention area can also be defined by the struts330. The satellite attachment interfaces selectively secure and release satellites to dispense when at the proper altitude during launch. The satellite attachment interface may include release and launch devices, such as pin-pullers, spring loaded connections, or other similar devices may be used to release and launch the satellites. In an example, a hold and release mechanism used as the satellite attachment interface may be an electromechanical device include a preloaded launch device such as a spring and a wire or fuse wire that is broken by an electrical current from a signal to launch, allowing the preloaded launch device to actuate. When connected to the dispenser ring300, the satellites may have portions that extend inwardly towards the center of the dispenser ring300through an interface plane defined by two adjacent vertical stanchions302. The interface plane may define the plane on which the satellite attachment interfaces are connected. The open structure defined by the first inner circular ring312, the second inner circular ring314, the vertical stanchions302, and the struts330may allow for portions of satellites to extend or protrude inwardly through the interface plane towards the center of the dispenser ring300. The portions of the satellite extending in towards the center of the dispenser ring300may include satellite components or other such devices that may be protected during launch to prevent damage. Furthermore, prior to launch and while on the ground, the open nature of the dispenser ring300allows for easy checkout of the satellites to ensure they are undamaged after transporting them to a launch location without removing the satellites as required by some previous systems which is both time consuming and difficult. The interface plane, as well as adjacent interface planes around the perimeter of the dispenser ring300define an inner volume of the dispenser ring300. During installation of the satellites, personnel can access the inner volume to easily secure and check the installation of satellites. Portions of the satellites can extend into the inner volume, for example a satellite component of a satellite may protrude into the inner volume as described above. The dispenser ring300may be formed of a metal, such as aluminum, that provides favorable mechanical characteristics, such as strength and rigidity, while still remaining lightweight due to either material properties or due to the truss-like structure and allowing for the minimal, open structure, to function as desired. In some examples, the dispenser ring300, or the components thereof may be formed of other metals such as steel, stainless steel, magnesium, titanium, or other metals or alloys. The first inner circular ring312, the second inner circular ring314, the vertical stanchions302, the securing devices306, the struts330, and the satellite attachment interfaces may, but not necessarily, reduce the weight of the satellite dispenser over previous systems which included solid walls extending the full height of the satellite dispenser114. Additionally, the metallic design of the dispenser ring300allows for rapid manufacturing using common techniques, such as welding, bolting, riveting, bending, notching, punching, and simple machining operations. This increases the repeatability and speed of manufacturing of the modular dispenser rings300, thereby reducing costs associated with manufacturing the satellite dispenser114. This significantly simplifies the manufacturing process over typical carbon-fiber or other such designs. Some examples may include hybrid mixtures of metal components and carbon-fiber components, for example with truss structures formed of aluminum and rings formed of carbon-fiber and joined together with connections such as bolts. In some examples, the dispenser ring300may be formed of non-metallic materials such as carbon-fiber. The strut and truss design of the dispenser ring300may allow the elements of the dispenser ring300to be formed individually, for example by forming the vertical stanchions302of carbon fiber before joining them to the first inner circular ring312and the second inner circular ring314. This may reduce the weight of the satellite dispenser114while still providing the favorable manufacturing benefits described above. The modular design of the dispenser ring300used to form the satellite dispenser114allows for multiple ring segments to be produced simultaneously, even by disparate manufacturers, and assembled all at once at the launch location into the satellite dispenser114. This simplifies the manufacturing process further and simplifies the logistics of transporting the satellite dispenser from a manufacturing location to a launch site. The modular design is easily scaled to fit a particular number of satellites within the payload of a particular launch vehicle, or to maximize the diameter (and thereby the number of satellites) within a fairing of a large diameter. Additionally, the modular design of the dispenser ring300means that additional modular dispenser rings300can quickly and easily be added to increase the height of the satellite dispenser114within the fairing, and ensures that the satellite dispenser114fits in fairings of multiple different launch vehicles. FIG.6depicts a satellite dispenser400formed from a number of modular dispenser rings ofFIG.5. The dispenser rings300are coupled together at the securing device306. The securing device306serves to orient the dispenser rings300such that they are concentric around a central axis326. The central axis326is also a central axis of the launch vehicle when the modular dispenser rings are coupled to a payload adapter of the launch vehicle. As described above, securing devices306may permanently or releasably secure the dispenser rings300together. For example, the dispenser rings300may be permanently assembled by welding the securing devices306together or may be releasably secured as described above with respect toFIG.2. FIG.6shows a satellite dispenser400, an example of the satellite dispenser114, including five dispenser rings300. In some examples the satellite dispenser may include a different number of dispenser rings300. For instance, the satellite dispenser114may include up to ten or greater than ten dispenser rings300. The size of the satellite dispenser114may be determined based on the payload compartment of a launch vehicle. For instance, some launch vehicles may have a longer payload compartment that is suited to a longer satellite dispenser114to more efficiently use the payload compartment and deliver a greater number of satellites to LEO. For instance, the dispenser rings300may have a diameter of less than one meter, between one and two meters, or greater than 2 meters. The struts330provide additional rigidity and structural integrity to the satellite dispenser400. The struts330provide strength to the structure by acting as trusses to help resist racking, twisting, or deformation in the structure of the satellite dispenser400. Additional struts may be added at or near the base of the satellite dispenser400, such as greater numbers or diameters of struts in the dispenser rings300at the base of the satellite dispenser400as compared to the dispenser rings300near the top of the satellite dispenser400. The dispenser rings300may be formed of different materials and have different configurations in a single satellite dispenser400. For example, the diameter of the dispenser rings300may be variable over the height of the satellite dispenser400, with dispenser rings300at the base of the satellite dispenser400having a greater diameter than dispenser rings300at the middle or top of the satellite dispenser400. Additionally, the dispenser rings300may be formed of different materials in a single satellite dispenser400. For instance, the dispenser rings300at the base may be formed of steel and the dispenser rings300at the top of the satellite dispenser may be formed of lighter carbon fiber. In another illustration, the dispenser rings300at the base may be formed of carbon fiber and the dispenser rings300at the top of the satellite dispenser may be formed of aluminum. The height of the dispenser rings300may likewise be variable, with dispenser rings300of varying heights combined together to accommodate satellites of differing sizes and shapes. FIG.7depicts a cross section of a concentric satellite dispenser500connected to a payload adapter504of a second stage502of a launch vehicle having an inner dispenser506and an outer dispenser508with first satellites512and second satellites514installed thereon, according to at least one example. The concentric satellite dispenser500may include a structure similar to the modular dispenser ring200described above for the inner dispenser506and/or the outer dispenser508. The inner dispenser506may be taller or longer than the outer dispenser508to reflect the shape of a payload compartment of a launch vehicle, that includes a cone or pointed shape tapering away from the tip of the launch vehicle to a larger diameter along the length of the launch vehicle. The inner dispenser506is concentric with a central axis516of the payload compartment of the second stage502. The inner dispenser506may be a satellite dispenser such as described above with respect toFIGS.2through4. In particular, the inner dispenser506may be formed of modular dispenser rings into a satellite dispenser, such as the modular dispenser rings200described with respect toFIG.2. In particular, at least one of such modular dispenser rings200includes a first inner circular ring and a second inner circular ring defining the inner perimeter of the modular dispenser ring. The first inner circular ring and the second inner circular ring each has a height that is only a fraction of the height of the modular dispenser ring. The first inner circular ring and the second inner circular ring define a central volume through which the central axis516. In an example the first inner circular ring and the second inner circular ring are each connected by a number of vertical stanchions. The vertical stanchions extend perpendicular to the first inner circular ring and the second inner circular ring. The vertical stanchions are also parallel to the central axis516. At each end of the vertical stanchions, securing devices are connected to the vertical stanchions. The securing device may be used to secure a first modular dispenser ring to a second modular dispenser ring to form the inner dispenser506. Extending radially from the modular dispenser ring and connected to the vertical stanchions are truss structures. The truss structures extend out and increase the external diameter of the modular dispenser ring. The larger external diameter of the modular dispenser ring allows for a greater number of second satellites514to be connected to the modular dispenser ring and increases the capacity of the inner dispenser506. The inner dispenser506may also be scaled to a smaller diameter to more tightly pack the second satellites514near the center of the payload compartment around the central axis516. This allows the outer dispenser508to surround the inner dispenser506and the second satellites514to increase the satellite capacity of the concentric satellite dispenser500. At a distal end of the truss structures, around the external diameter of the modular dispenser ring, the truss structures connect to and support a first external ring and a second external ring. The first external ring and the second external ring define the external diameter of the modular dispenser ring. The first external ring and the second external ring each include satellite attachment interfaces. The second satellites516connect, releasably, to the satellite attachment interfaces. The satellite attachment interfaces selectively secure and release satellites to dispense when at the proper altitude during launch. The inner dispenser506may be formed of a metal, such as aluminum, that provides favorable mechanical characteristics, such as strength and rigidity, while still remaining lightweight and allowing for the minimal, open structure, to function as desired. In some examples, the inner dispenser506, or the components thereof may be formed of other metals such as steel, stainless steel, magnesium, titanium, or other metals or alloys. Additionally, the metallic design of the inner dispenser506allows for rapid manufacturing using common techniques, such as welding, bolting, riveting, bending, notching, punching, and simple machining operations. This increases the repeatability and speed of manufacturing of the inner dispenser506, thereby reducing costs associated with manufacturing the concentric satellite dispenser500. This significantly simplifies the manufacturing process over typical carbon-fiber or other such designs. The inner dispenser506may be too narrow or rigid to support and protect satellites as well as withstand the intensity of launch and may, therefore, rely on the connection through the struts510to the outer dispenser508to provide additional strength and rigidity to the inner dispenser during launch. For example, the inner dispenser506may be tall and very narrow and susceptible to buckling or large vibrations during launch. The outer dispenser508has a greater diameter and therefore is more stable and resistant to buckling than the inner dispenser506. The struts510connecting the inner dispenser506and the outer dispenser508provide strength and rigidity along the height of the inner dispenser506. There may be additional struts510not shown which connect the inner dispenser506and the outer dispenser508along the height of the inner dispenser506. In some examples, the inner dispenser506may be formed of non-metallic materials such as carbon-fiber. This may reduce the weight of the inner dispenser506and also the concentric satellite dispenser500while still providing the favorable manufacturing benefits described above and increasing the satellite capacity within the payload compartment. The configuration described above is an example of the inner dispenser506including modular dispenser rings. The embodiments of the present description are not limited to modular dispenser rings and as such can apply to other configurations of an inner dispenser. For example, the inner dispenser may not be modular but may instead be one integral, monolithic piece. In an example, the outer dispenser508surrounds the inner dispenser506as well as the second satellites514. The outer dispenser508may have a similar structure to the inner dispenser506as described above, including the modular dispenser rings200. In some examples, the inner dispenser506and the outer dispenser508may not be made of modular dispenser rings200but may be formed of aluminum, carbon fiber, or other equivalent materials and formed into towers to which the first satellites512and the second satellites514are attached. The outer dispenser508is connected to the inner dispenser506with struts510that extend radially from the inner dispenser506to the inside of the outer dispenser508to secure the inner dispenser506and the outer dispenser508together. The struts510include releasable connections for disconnecting the outer dispenser508from the inner dispenser506to uncover the second satellites514during release of the payload. In some examples, the inner dispenser506and the outer dispenser508may be some combination of modular and monolithic structures. For example, as described above, the inner dispenser506may be formed of modular dispenser rings. The outer dispenser508may likewise be formed of modular dispenser rings, specifically, as modular dispenser rings that come apart into two or more segments as described below. In an example, the inner dispenser506may be formed of module dispenser rings as described above while the outer dispenser508is formed of a clamshell structure or other similar monolithic structure formed as a single component. In another example, both the inner dispenser506and the outer dispenser508may be formed of monolithic on non-modular structures, such as a carbon fiber shell or other such structure. The outer dispenser508may separate into two or more sections for releasing from the inner dispenser506. The outer dispenser508may be formed into two sections, each section extending the length of the outer dispenser508and including half of the diameter of the outer dispenser508. For example, the outer dispenser508may divide into two sections, each section having a C-shape extending the length of the outer dispenser508. In an example, the outer dispenser508is symmetrical about a middle plane of the outer dispenser. Other variations may exist, for example the top portion or the bottom portion may not include a horizontal structure. In an example, the bottom portion of the outer dispenser508may have a larger diameter to more evenly distribute the load of the satellites. The top or upper portion may have a lock and release mechanism while the lower section remains tethered to the launch vehicle. In examples with greater numbers of sections than two, the C-shape may be less than half of a circular cross-section. When the outer dispenser508is connected to the inner dispenser506, the struts510may secure the sections of the outer dispenser508. In some examples, the sections of the outer dispenser508may also releasably secure together. Multiple struts510may be used at varying heights and at different positions around the perimeter of the inner dispenser506. For example, the struts510may connect the outer dispenser508to the inner dispenser506at the top end of the outer dispenser508as well as at a height halfway or some other intermediate height along the outer dispenser508. There may also be a strut510at the base of the outer dispenser508that connects the outer dispenser508to the second stage502rather than to the inner dispenser506. In some examples, rather than a strut, at the base of the outer dispenser508, a hinge may connect the pieces of the outer dispenser508to the launch vehicle and allow the outer dispenser508to pivot around the hinge out of the path of the satellites514connected to the inner dispenser. In an example, the outer dispenser508may include the struts510that couple the inner dispenser506and the outer dispenser508together. The struts510may be permanently affixed to the outer dispenser508but releasably secured to the inner dispenser506, such as with a hold and release mechanism as described herein. In another example, the inner dispenser506may have the struts510permanently coupled while the releasable end of the strut510couples to the outer dispenser508. The struts510may be distributed along the height of the inner dispenser506and vary in size, location, and number. For example, at the base of the inner dispenser there may be a first number (e.g. three or four) of struts510around the circumference of the inner dispenser of a first thickness. At the top of the outer dispenser510there may be a second number (e.g., six or more) struts510larger than the first number to support and provide strength to the inner dispenser506. There may be a number (e.g., one, two, three, or even more) of rows of struts510along the height of the inner dispenser506. The struts may have a certain thickness, such as less than one inch at the base and a greater thickness, such as greater than one inch at or near the top of the outer dispenser508. The outer dispenser508may come apart into more than two pieces, such as into quarters or eighths to move away from the inner dispenser506after the satellites512are released. Fewer pieces forming the outer dispenser508can result in greater strength and stiffness. In comparison, outer dispenser508formed of more than two pieces can have less stiffness, but each piece is relatively easier to remove and displace away from the inner dispenser506upon release. In another example, the outer dispenser508may be a single component that translates vertically along the inner dispenser506after the satellites512are released to clear the path of the satellites514. The outer dispenser may be pushed off by a thrust device and moved away after releasing, or may simply translate with respect to the inner dispenser while still connected. In another example, the outer dispenser508may be collapsible. For instance, the outer dispenser508may be formed of a series of rings of thin-walled shells that overlap at a flange or periphery to form the outer dispenser508but collapse to a height of a single ring, with each of the successive rings collapsed concentric with and either inside of out outside of an adjacent ring. The sections of the outer dispenser508may be tethered to the second stage502or to the inner dispenser506with a cable, cord, lock and release mechanism, or other tethering mechanism to retain the outer dispenser508after releasing from the inner dispenser506as described above. The tether (not shown) serves to keep the released sections of the outer dispenser508together with the inner dispenser506and the second stage502. This helps prevent the outer dispenser508becoming a potential obstacle in LEO and can also result in reuse of the outer dispenser for subsequent launches if recovered. The connections to the struts510and the connections between sections of the outer dispenser508to each other are releasable to allow the outer dispenser508to separate from the inner dispenser506and clear a path for release of the second satellites514after the first satellites512are released to LEO. The releasable connections may include hold and release mechanisms or other selectively releasable connections. Although the example described above includes a single outer dispenser508, other examples may include a third dispenser concentric with and outside of the outer dispenser508. Further, additional outer dispensers may be added, so long as the diameter of the resulting dispenser and satellites fits within a payload compartment of a launch vehicle. FIGS.8through12illustrate a concentric satellite dispenser500in various stages of deployment for dispensing satellites to LEO, according to at least one example. Specifically,FIGS.8through12include five stages of dispensing of satellites from a concentric satellite dispenser500. The first satellites512are arranged in a first set of rings on the outer perimeter of the outer dispenser508, with the second satellites514arranged concentric to and inside the first satellites512and the outer dispenser508. In this configuration, the first satellites512are released or dispersed first, then the outer dispenser508is released, following the outer dispenser508the second satellites514are released. This configuration provides for a greater utilization of the payload area of the launch vehicle and increases the number of satellites that may be launched with a single launch vehicle. Additionally, the concentric rings of satellites at the base of the concentric satellite dispenser500shifts the center of gravity of the launch vehicle and of the second stage108nearer to the base of the launch vehicle, providing benefits such as stability and reducing the energy required to steer the second stage108of the launch vehicle. InFIG.8, the payload of a second stage502is shown enclosed within a fairing520. The views shown inFIGS.8through12include a cross-sectional view similar to the view ofFIG.7. Concentric with the central axis516is a concentric satellite dispenser500, as described above with respect toFIG.7. The concentric satellite dispenser500extends a partial length of the payload compartment. In some examples, the concentric satellite dispenser500may extend the full length of the payload compartment to maximize the number of satellites launched. The concentric satellite dispenser500is surrounded by satellites, in stacked rings along the height of the concentric satellite dispenser500. The satellites are arranged and releasably secured as described above to permit dispensing of the satellites at the proper stage of launch. Surrounding the inner dispenser506and the second satellites514arranged around it is an outer dispenser508. The outer dispenser508is connected to the inner dispenser506and may be connected to the second stage502at or near the base of the payload portion. The outer dispenser508is also connected to the inner dispenser506, to provide stiffness, rigidity, and support to the outer dispenser508. This helps prevent large displacement of the inner dispenser506and the outer dispenser508during launch and so provides stability and rigidity to prevent damage to the satellites during launch. The outer dispenser508does not extend the full length of the inner dispenser506or the full length of the payload compartment, due to the bullet-like shape of the payload compartment. Around the external perimeter of the outer dispenser are the first satellites, also arranged in stacked rings, concentric with the inner dispenser506and the outer dispenser508as well as the second satellites514. In an example, the fairing520may define an internal payload compartment having a height of five meters. The inner dispenser506may include five modular dispenser rings, each modular dispenser ring one meter in height. Each ring of the inner dispenser506may have ten satellites secured to a perimeter thereof. The outer dispenser508may include four modular dispenser rings of a greater diameter than the inner dispenser506, having a height of one meter each. Each ring of the outer dispenser508may include fifteen satellites secured around the perimeter. The fifty satellites coupled to the inner dispenser506and the sixty satellites coupled to the outer dispenser508are launched into LEO. When released, the one hundred and ten satellites become part of a satellite constellation providing communications services between points on the Earth, such as internet services. The fairing520covering the payload compartment is releasable from the second stage502as depicted inFIGS.9and15. The fairing520opens or releases from the second stage502in a clamshell configuration. In the clamshell configuration, the fairing520is divided into two sections, each covering one half of the payload compartment and joined together lengthwise, such that each section of the fairing520extends the full length of the payload compartment. The fairing520may also be formed of more than two sections or be in a different configuration, such as sections around the diameter of the payload compartment or multiple smaller segments which separate and move away. FIG.9depicts the satellite dispenser500ofFIG.8after the fairing520of the launch vehicle releases to expose the satellite dispenser to the exterior of the launch vehicle, according to at least one example. InFIG.9, upon reaching, or prior to reaching, the altitude at which the satellites are to be deployed, the fairing520is released from the payload compartment to expose the outer dispenser508, the inner dispenser506, the first satellites512, and the second satellites514. The fairing520can have clamshell configuration and release into two pieces that move away from the second stage502, exposing the payload compartment in the process. After the fairing520is released from the second stage502, the first satellites512are exposed and on the outermost perimeter of the outer dispenser508, ready to launch. FIG.10depicts the satellite dispenser500ofFIG.8as the first satellites512release from the outer dispenser508, according to at least one example. After the fairing520has been released and moved away from the second stage502, the first satellites512, which are arranged around the perimeter of the outer dispenser508, are released. The first satellites512may be released by a hold and release mechanism including a spring and latch or pin with pin-puller. Actions may be performed by a computing device or control system located within the second stage502. For example, the control system may determine the altitude of the launch vehicle and convey signals to perform various actions to actuators or other elements based on the altitude. An example of such a control system is shown and described with respect toFIG.17. When the latch or pin-puller is activated by the control system, the spring of each hold and release mechanism launches the first satellites512into LEO. Propulsion systems that may be incorporated into the first satellites512may then be used to navigate the first satellites512into the satellite constellation as shown inFIG.16. After the first satellites512are launched, the outer dispenser508is exposed and outermost on the second stage502, with the second satellites behind or within the outer dispenser508. In some examples, the control system may send a signal to a thrust device connected to the satellite and cause it to launch or disconnect from the dispenser based on the force provided by the thrust device. FIG.11depicts the satellite dispenser500ofFIG.8as the outer dispenser508releases from the inner dispenser506, exposing the second satellites514for launching, according to at least one example. The outer dispenser508is released by releasing the struts510which connect the outer dispenser508to the inner dispenser506. Additional connections between the outer dispenser508and the second stage502may be released as well, allowing the outer dispenser508to move away and clear the launch path of the second satellites514. The outer dispenser508may be in two or more pieces and may move away in a clamshell configuration similar to the fairing520. The outer dispenser508may also move away in other configurations, such as with three, four, five, or more segments releasing to move away. The struts510connecting the outer dispenser508to the inner dispenser506may be equipped with release devices similar to those of the fairings520or the first satellites512to ensure it is released and cleared away from the second stage502before launching second satellites514. The outer dispenser508may be tethered to the second stage502and therefore only move away to the extent that the tether allows. For example, the tether may keep the outer dispenser508with the second stage502but allow the outer dispenser508to trail behind the second stage502clear of the path of the second satellites514as they launch. FIG.12depicts the satellite dispenser500ofFIG.8as the second satellites514release from the inner dispenser506, according to at least one example. With the outer dispenser508clear of the launch path, the second satellites514are released in the same manner as the first satellites512, such as with a hold down and release mechanism or other such launch mechanism for satellites known in the art. These second satellites514are dispensed in a similar manner to the first satellites512released as described above. The first satellites512and the second satellites514may be released from the inner dispenser506and the outer dispenser508as quickly as possible, for example, with only enough time between release of the first satellites512, the outer dispenser508, and the second satellites514for the previously released items to clear the immediate area obstructing the next item to launch. In some examples, the first satellites512and the second satellites514may be released with a time delay between each, to ensure greater dispensing and coverage of the satellites over a particular area. For example in the case of satellites to be spread into a constellation covering a large area, delaying the release of the second satellites514may ensure that the first satellites512and the second satellites514cover a larger area without the need to consume additional satellite resources in positioning the satellites in the constellation. Furthermore, the first satellites512and the second satellites514may be released in stages. For example, the first satellites512may be released in three stages or waves, with a first group of the first satellites512released first, a second group of the first satellites512released second, and a third group of the first satellites512released third before releasing the outer dispenser508. The first satellites512and the second satellites514may be released starting from the tip or end of the second stage502first, with the satellites located nearest to the tip of the second stage502released before subsequent satellites. In some examples, the first satellites512and the second satellites514may each release the entire group of satellites at the same time. In some examples, such as the case of a satellite dispenser114with only the inner dispenser506but no outer dispenser508,FIG.12depicts the launch process for the second satellites514after the fairing520is released. In these examples, the modular dispenser rings200may be used to form the inner dispenser506but there may not necessarily be an outer dispenser508. FIGS.13through14illustrate examples of flows for forming a satellite dispenser and releasing satellites from a satellite dispenser, respectively, according to embodiments of the present disclosure. The satellite dispenser can be any of the satellite dispensers described herein above in connection withFIGS.1through12. FIG.13is an example flow chart depicting a flow1300for forming a satellite dispenser of modular dispenser rings, according to at least one example. The flow1300may be used to form the modular dispenser ring200as well as a satellite dispenser114composed of multiple modular dispenser rings200. In an example, the flow1300includes operation1302, where a first dispenser ring is formed. The first dispenser ring may be a modular dispenser ring200as described above with respect toFIG.2. Forming the first dispenser ring under operation1302may include a number of other processes or sub-operations for forming the first dispenser ring. In one example a first inner circular ring and a second inner circular ring are formed, corresponding to the first inner circular ring212and the second inner circular ring214ofFIG.2. The first inner circular ring and the second inner circular ring may be formed by deforming a metallic band into a ring-shape, forming a carbon fiber ring, machining a ring from a monolithic piece of metal, or deforming a metal sheet with a press or die. A next sub-operation of operation1302includes forming a number of vertical stanchions. The vertical stanchions may be similar to the vertical stanchions204ofFIG.2and may be formed of support beams or structures such as “I” beams, tubular supports, solid supports, or other such support structures and forming the vertical stanchions may include cutting or machining a stock metal beam to the proper length. In some examples, forming the vertical stanchions may include forming a carbon-fiber tube or beam-structure of the proper length. The vertical stanchions are further formed by connecting securing devices to each end of the stanchion. In at least one example the securing devices may include a plate with holes therein that is formed and welded to a metallic stanchion. In some examples the securing device may include a latch or other attachment device that is secured to the vertical stanchion. In some examples the securing device may be formed integrally with the vertical stanchion, such as when formed of carbon fiber. A next sub-operation of operation1302includes forming truss structures and coupling the truss structures to the vertical stanchions. The truss structures may be formed by welding, coupling, integrally forming together, or otherwise generating struts in a truss configuration such as described above with respect toFIG.2. The truss structure is then joined to the vertical stanchion permanently by welding or otherwise permanently affixing them together. In some examples, the truss structures may be omitted. Additional sub-operations may likewise be performed, such as forming struts to connect adjacent vertical stanchions and provide strength and rigidity as well as resistance against twisting, racking, or buckling. The struts may be formed of metal and welded or otherwise similarly coupled to the vertical stanchions. A next sub-operation of operation1302includes forming a first external ring and a second external ring. The first external ring and the second external ring may be similar to the first external ring216and the second external ring218ofFIG.2and may be formed in the same manner as the first circular ring and the second circular ring described above. The first external ring and the second external ring are further formed by connecting satellite attachments around the perimeter of each. Each satellite attachment including a hold and release mechanism and permanently affixed to the first external ring and the second external ring. A next sub-operation of operation1302includes affixing the vertical stanchions around the perimeter of the first circular ring and the second circular ring, such that the first circular ring and the second circular ring are perpendicular to the vertical stanchions and the vertical stanchions are parallel to a central axis passing through the center of each of the first circular ring and the second circular ring. The first external ring and the second external ring are then affixed to the truss structures, concentric with the first circular ring and the second circular ring. In an example, the flow1300includes operation1304, where a second dispenser ring, such as the modular dispenser ring200ofFIG.2is formed. The second dispenser ring may be formed in substantially the same manner as the first dispenser ring described above. In particular, it may include sub-operations such as the following. In a sub-operation of operation1302, a first inner circular ring and a second inner circular ring are formed, corresponding to the first inner circular ring212and the second inner circular ring214ofFIG.2. The first inner circular ring and the second inner circular ring may be formed by deforming a metallic band into a ring-shape, forming a carbon fiber ring, machining a ring from a monolithic piece of metal, or deforming a metal sheet with a press or die. A next sub-operation of operation1304includes forming a number of vertical stanchions. The vertical stanchions may be formed of support beams or structures such as “I” beams, tubular supports, solid supports, or other such support structures and forming the vertical stanchions may include cutting or machining a stock metal beam to the proper length. In some examples, forming the vertical stanchions may include forming a carbon-fiber tube or beam-structure of the proper length. The vertical stanchions are further formed by connecting securing devices to each end of the stanchion. In at least one example the securing devices may include a plate with holes therein that is formed and welded to a metallic stanchion. In some examples the securing device may include a latch or other attachment device that is secured to the vertical stanchion. In some examples the securing device may be formed integrally with the vertical stanchion, such as when formed of carbon fiber. A next sub-operation of operation1304includes forming truss structures and coupling the truss structures to the vertical stanchions. The truss structures may be formed by welding, coupling, integrally forming together, or otherwise generating struts in a truss configuration such as described above with respect toFIG.2. The truss structure is then joined to the vertical stanchion permanently by welding or otherwise permanently affixing them together. A next sub-operation of operation1304includes forming a first external ring and a second external ring. The first external ring and the second external ring are formed in the same manner as the first circular ring and the second circular ring described above. The first external ring and the second external ring are further formed by connecting satellite attachments around the perimeter of each. Each satellite attachment including a hold and release mechanism and permanently affixed to the first external ring and the second external ring. A next sub-operation of operation1304includes affixing the vertical stanchions around the perimeter of the first circular ring and the second circular ring, such that the first circular ring and the second circular ring are perpendicular to the vertical stanchions and the vertical stanchions are parallel to a central axis passing through the center of each of the first circular ring and the second circular ring. The first external ring and the second external ring are then affixed to the truss structures, concentric with the first circular ring and the second circular ring. In an example, the flow1300includes operation1306, where the first dispenser ring is coupled to the second dispenser ring. The first dispenser ring may be coupled to the second dispenser ring at the securing devices by permanently affixing them, such as by welding or through removable means such as bolts or other such semi-permanent fixtures. In an example, the flow1300includes operation1308, where the first dispenser ring is coupled to a launch vehicle. In particular, the first dispenser ring is coupled to a second stage of a launch vehicle, to the payload adapter, as described above. The first dispenser ring and the second dispenser ring form a tower on the payload adapter ready to receive satellites for launch. In an example, the flow1300includes operation1310, where satellites are connected to the first dispenser ring and the second dispenser ring. The satellites are connected to the satellites attachments of the first dispenser ring and the second dispenser ring. The satellites may be pre-loaded onto hold and release devices such that a spring launches the satellites away from the satellite dispenser when the satellite attachment is released. FIG.14is an example flow chart depicting a flow1400for releasing satellites from a satellite dispenser, according to at least one example. The flow1400may be incorporated when launching satellites from a concentric satellite dispenser500as described above. The flow1400may define a control sequence for launching satellites from a launch vehicle. In an example, the flow1400includes operation1402, where an outer fairing of the second stage of the launch vehicle is released. The outer fairing covers the satellites and dispenser during launch and when released exposes the satellites and allows them to be launched for use. In an example, the flow1400includes operation1404, where a first set of satellites are launched from the dispenser. The first set of satellites may be connected to an outer dispenser as described above. In some examples the first set of satellites may include some satellites connected to an inner dispenser. The first set of satellites may be launched all at once or may be launched sequentially or with a time delay between subsequent launches to provide greater spatial coverage for the released satellites. Releasing the first set of satellites may include multiple sub-operations as well. For example, a first sub-operation may include releasing a hold or clamp on the first set of satellites. A second sub-operation may include launching the first set of satellites away from the dispenser. In some examples the first sub-operation and the second sub-operation may be performed simultaneously, such as with a hold down and release mechanism. In some examples, such as examples including a single satellite dispenser rather than a concentric satellite dispenser, the flow may be complete after releasing the first set of satellites. In particular, the flow1400may include operation1402, where the fairing is released from the second stage and subsequently include operation1404, where the first satellites are released from the satellite dispenser. In an example, the flow1400includes operation1406, where the outer dispenser is released. The outer dispenser is released from connection with the inner dispenser and allowed to move away from the second stage. The outer dispenser may be released in sections or pieces, such as with a clamshell design or into four or more segments that move away. Releasing the outer dispenser may also include securing the released outer dispenser to the second stage with a tether. Releasing the outer dispenser may include multiple sub-operations as well. For example, a first sub-operation may include releasing a hold or clamp on the sections of the outer dispenser. A second sub-operation may include launching the outer dispenser away from the inner dispenser. In some examples the first sub-operation and the second sub-operation may be performed simultaneously, such as with a hold down and release mechanism. In an example, the flow1400includes operation1408, where the second set of satellites are released. The second satellites may be released upon reaching a particular location or altitude, as may the first satellites. The second satellites may be connected to the inner dispenser. The second satellites may be launched all at once or may be launched sequentially or with a time delay between subsequent launches to provide greater spatial coverage for the released satellites. Releasing the second satellites may include multiple sub-operations as well. For example, a first sub-operation may include releasing a hold or clamp on the second satellites. A second sub-operation may include launching the second satellites away from the inner dispenser. In some examples the first sub-operation and the second sub-operation may be performed simultaneously, such as with a hold down and release mechanism. FIG.15depicts a launch sequence1500for launching satellites into orbit, according to at least one example. In the launch sequence1500, a launch vehicle1502takes off from a launch zone1504including a launch tower and launch pad. The launch vehicle1502ascends through the atmosphere until it reaches the stage separation altitude. The stage separation altitude may vary based on the purpose of the launch vehicle and the payload carried by the launch vehicle1502. At the stage separation altitude, the launch vehicle1502separates into a first stage1506and a second stage1508. The first stage1506may include rockets or other such propulsion devices for liftoff and climbing to the separation altitude. The first stage1506may then return to the surface of the Earth in a controlled or uncontrolled descent. The second stage1508may include propelling devices, such as further rockets or other devices, to reach altitudes beyond the stage separation altitude. The second stage1508contains the payload1512within a fairing1510that protects the payload1512during launch. At or near the payload separation altitude, the fairing1510covering the payload1512releases from the second stage1508. The fairing1510may be in a clamshell configuration which moves away in two pieces or may come apart off the second stage1508in more than two pieces or in configurations other than a clamshell such as in segments or sections. After the fairing1510separates from the second stage1508, the payload1512launches or separates from the second stage1508at the desired altitude. For example, for satellites to be deployed for LEO, the payload1512(e.g., satellite(s)) may be released from the second stage1508at an altitude of up to 2,000 km (1,200 mi.) above the surface of the Earth. The payload1512may include a single satellite or a number of satellites intended to be distributed throughout LEO to cover or substantially cover the surface of the Earth in a satellite constellation. FIG.16depicts an example satellite constellation1600in LEO, according to at least one example. A satellite constellation1600includes a number of satellites1604working in concert. The satellites1604may have coordinated ground coverage and operate together under a shared control to ensure complete coverage and overlaps in coverage. The satellites1604may all be at the same or nearly the same altitude over the Earth1602. The satellites1604may be released from a single launch vehicle1502, with the plurality of satellites1604contained within the fairing1510and released at LEO. The satellites1604may then be navigated or directed to their orbital locations in LEO from the release point from the second stage1508. FIG.17illustrates an example of components of a computer system17001700that can belong to a second stage of a launch vehicle or a manufacturing facility (e.g., for sending manufacturing instructions), according to embodiments of the present disclosure. The computer system1700can be implemented as a subsystem of a control system of the second stage. Although the components of the computer system1700are illustrated as belonging to a same computer system1700, the computer system1700can also be distributed (e.g., between multiple subsystems of the second stage of the launch vehicle or between subsystems of a manufacturing facility). The computer system1700includes at least a processor1702, a memory1704, a storage device1706, input/output peripherals (I/O)1708, communication peripherals1710, and an interface bus1712. The interface bus1712is configured to communicate, transmit, and transfer data, controls, and commands among the various components of the computer system1700. The memory1704and the storage device1706include computer-readable storage media, such as RAM, ROM, electrically erasable programmable read-only memory (EEPROM), hard drives, CD-ROMs, optical storage devices, magnetic storage devices, electronic non-volatile computer storage, for example Flash® memory, and other tangible storage media. Any of such computer readable storage media can be configured to store instructions or program codes embodying aspects of the disclosure. The memory1704and the storage device1706also include computer readable signal media. A computer readable signal medium includes a propagated data signal with computer readable program code embodied therein. Such a propagated signal takes any of a variety of forms including, but not limited to, electromagnetic, optical, or any combination thereof. A computer readable signal medium includes any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use in connection with the computer system1700. Further, the memory1704includes an operating system, programs, and applications. The processor1702is configured to execute the stored instructions and includes, for example, a logical processing unit, a microprocessor, a digital signal processor, and other processors. The memory1704and/or the processor1702can be virtualized and can be hosted within another computer system of, for example, a cloud network or a data center. The I/O peripherals1708include user interfaces, such as a keyboard, screen (e.g., a touch screen), microphone, speaker, other input/output devices, and computing components, such as graphical processing units, serial ports, parallel ports, universal serial buses, and other input/output peripherals. The I/O peripherals1708are connected to the processor1702through any of the ports coupled to the interface bus1712. The communication peripherals1710are configured to facilitate communication between the computer system1700and other computing devices over a communications network and include, for example, a network interface controller, modem, wireless and wired interface cards, antenna, and other communication peripherals. While the present subject matter has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, it should be understood that the present disclosure has been presented for purposes of example rather than limitation, and does not preclude inclusion of such modifications, variations, and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art. Indeed, the methods and systems described herein may be embodied in a variety of other forms; furthermore, various omissions, substitutions and changes in the form of the methods and systems described herein may be made without departing from the spirit of the present disclosure. The accompanying claims and their equivalents are intended to cover such forms or modifications as would fall within the scope and spirit of the present disclosure. Unless specifically stated otherwise, it is appreciated that throughout this specification discussions utilizing terms such as “processing,” “computing,” “calculating,” “determining,” and “identifying” or the like refer to actions or processes of a computing device, such as one or more computers or a similar electronic computing device or devices, that manipulate or transform data represented as physical electronic or magnetic quantities within memories, registers, or other information storage devices, transmission devices, or display devices of the computing platform. The system or systems discussed herein are not limited to any particular hardware architecture or configuration. A computing device can include any suitable arrangement of components that provide a result conditioned on one or more inputs. Suitable computing devices include multipurpose microprocessor-based computer systems accessing stored software that programs or configures the portable device from a general-purpose computing apparatus to a specialized computing apparatus implementing one or more embodiments of the present subject matter. Any suitable programming, scripting, or other type of language or combinations of languages may be used to implement the teachings contained herein in software to be used in programming or configuring a computing device. Embodiments of the methods disclosed herein may be performed in the operation of such computing devices. The order of the blocks presented in the examples above can be varied—for example, blocks can be re-ordered, combined, and/or broken into sub-blocks. Certain blocks or processes can be performed in parallel. Conditional language used herein, such as, among others, “can,” “could,” “might,” “may,” “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain examples include, while other examples do not include, certain features, elements, and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more examples or that one or more examples necessarily include logic for deciding, with or without author input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular example. The terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list. The use of “adapted to” or “configured to” herein is meant as open and inclusive language that does not foreclose devices adapted to or configured to perform additional tasks or steps. Additionally, the use of “based on” is meant to be open and inclusive, in that a process, step, calculation, or other action “based on” one or more recited conditions or values may, in practice, be based on additional conditions or values beyond those recited. Similarly, the use of “based at least in part on” is meant to be open and inclusive, in that a process, step, calculation, or other action “based at least in part on” one or more recited conditions or values may, in practice, be based on additional conditions or values beyond those recited. Headings, lists, and numbering included herein are for ease of explanation only and are not meant to be limiting. The various features and processes described above may be used independently of one another, or may be combined in various ways. All possible combinations and sub-combinations are intended to fall within the scope of the present disclosure. In addition, certain method or process blocks may be omitted in some implementations. The methods and processes described herein are also not limited to any particular sequence, and the blocks or states relating thereto can be performed in other sequences that are appropriate. For example, described blocks or states may be performed in an order other than that specifically disclosed, or multiple blocks or states may be combined in a single block or state. The example blocks or states may be performed in serial, in parallel, or in some other manner. Blocks or states may be added to or removed from the disclosed examples. Similarly, the example systems and components described herein may be configured differently than described. For example, elements may be added to, removed from, or rearranged compared to the disclosed examples. | 91,420 |
11858668 | DESCRIPTION OF PREFERRED EMBODIMENTS Referring to the drawings, the filling device which is represented by way ofFIG.1includes some mechanical construction features that are essentially configured as are also known from vacuum packers according to the state of the art, and in this context a vacuum packer of GREIF-VELOX Maschinenfabrik GmbH in Lübeck of the type VeloVac is referred to. The filling device comprises a supply container1for receiving filling material2, said supply container being connected to a filling material conduit4via a conveying conduit3. A filling spout5which ends within a vacuum chamber6which is configured for receiving a receptacle7to be filled is arranged at the end of the filling material conduit4. This vacuum chamber6which can be closed off with respect to the surroundings in a complete manner is connected to a vacuum pump10via a vacuum conduit8amid the intermediate arrangement of a vacuum closed-loop control valve9, and the outlet conduit11of this vacuum pump runs out into the outer atmosphere possibly amid the intermediate arrangement of filters. Herein, the vacuum chamber6is connected to the machine mount via a weighing device12, with which the filling weight of the receptacle7can be determined. A support body13which serves for the lateral and base-side support of the receptacle7during the filling procedure is arranged within the vacuum chamber6. This support body13is configured in a grid-like manner. Furthermore, the filling device comprises a control- and closed-loop control device14which at the outlet side is envisaged for the control of the vacuum closed-loop control valve9and at the inlet side via a first pressure sensor15detects the pressure in the vacuum chamber6and via a second pressure sensor16the pressure within the receptacle7. This second pressure sensor16at the end of the filling material conduit4is arranged within the filling spout5. A shut-off valve17is arranged in the filling material conduit4, said shut-off valve being controlled by the control- and closed-loop control device14and not only being provided for the opening and closing of the filling material conduit14, but can also be brought into intermediate positions. A corresponding shut-off valve18is provided in the conveying conduit3from the supply container1to the filling material conduit4. The vacuum chamber6can be opened for the purpose of removing a filled receptacle7and for bringing in an empty receptacle7and the filling spout5is sealingly led into the vacuum chamber6and is sealed off with respect to the receptacle7via a seal19. The construction which is described above corresponds to that of a vacuum packer according to the state of the art. In contrast to this, the filling device additionally comprises a second conveying conduit20which is led parallel to the conveying conduit3, likewise connects the supply container1to the filling material conduit4and in which a membrane pump21is integrated, said membrane pump being controlled by the control- and closed-loop control device14. Furthermore, the filling device comprises a third pressure sensor22which detects the pressure in the filling material conduit4between the conveying conduit3,20and the shut-off valve17. This sensor22is also signal-connected to the control- and closed-loop control device14. The filling of a receptacle7by the filling device which is described above is herein effected as follows: The receptacle7, for example a valve sack, given an opened vacuum chamber6is placed with a filling valve onto the filling spout5, whereupon the seal19which annularly surrounds the filling spout5is subjected to pressurized air, by which means this is sealed off with respect to the inside of the valve sack7. The valve sack is located within the support body13within the vacuum chamber6which is sealingly closed after placing on the valve sack7. Given a closed vacuum closed-loop control valve9, the vacuum pump10is then switched on and the filling procedure begins by way of the shut-off valves17and18being opened and the closed-loop control valve9being opened at the point in time t0. On opening the closed-loop control valve9, the vacuum chamber6is subjected to an underpressure, by which means a delivery flow of filling material2is effected through the conveying conduit3, the filling material conduit4and the filling spout5, into the inside of the valve sack7. Herein, the weight of the sack7is detected by the weighing device7. The course of the product weight from the beginning of the filling procedure t0up to reaching the nominal weight at the point in time t2is represented inFIG.2by the dashed curve25. Herein, the filling of the valve sack7up to a point in time t1is effected exclusively by way of underpressure, thus as is also effected with common vacuum filling technology. During this first filling time which lasts from t0to t1, the filling of the receptacle7is effected exclusively by underpressure in the vacuum chamber6. The dot-dashed curve26inFIG.2represents the product flow which is generated by the underpressure. The initially outlined effect of the product flow which is generated by the underpressure dropping more and more after an initially very high product flow is clearly visible by way of the curve26. When the product flow drops to a predefined value or however the speed of the increase of the product weight, as is represented in curve25, drops to a certain value, then the point in time t1is reached, which means the first filling time in which one fills exclusively by way of an underpressure is completed. At the point in time t1, the membrane pump21is activated in a delivering manner and the shut-off valve18in the conveying conduit3is activated into closing, so that now apart from the product weight which is generated by underpressure and which is represented in the curve27inFIG.2by an unbroken line, a further product flow which is caused by the pressure in the conveying conduit20, said pressure being produced by the membrane pump21, and subsequently in the filling material conduit4additionally kicks in. The filling weight which is additionally generated by the feed pump21is represented in the curve28inFIG.2which is double-dot-dashed. Hence now after the first filling time at the point in time t1up to the end of the filling time at the point in time t2, a part of the product weight is generated by the underpressure which is generated by the pump10and a part of the product weight by the overpressure which is generated by the pump21. The product weight which is produced by the respective conveying flows sum, so that the curve25has reached the nominal weight23already at the point in time t2, thus after the end of the filling time. In the example which is represented by way ofFIG.2, it is evident that the duration of the first filling time t0to t1contributes to roughly half the complete filling duration t0to t2. For a comparison, inFIG.2it is represented how long it would last to reach the nominal weight23exclusively by way of vacuum filling. This would not be reached until at a time t3, wherein the filling time which is necessary with the combined underpressure-overpressure filling (duration from t0to t2) is only roughly half as long as the filling time which is necessary given a purely vacuum filling (duration t0to t3). As the dotted curve29which is illustrated inFIG.2makes clear, the closed-loop control is effected via the differential pressure between the inside of the sack and the surroundings within the vacuum chamber6, thus on the basis of the differential pressure which is determined by the sensors15and16. After an initial build up, this is to be closed-loop controlled in a constant as possible manner. In practice, this means given a pressure subjection of the conveying conduit20and in the filling material conduit4, the vacuum closed-loop control valve9must be moved back, in order to keep the differential pressure constant. Since the underpressure subjection of the vacuum chamber6is to be maintained up to the end of the filling time, thus up to the point in time t2, the underpressure valve9is to be activated such that the underpressure is reduced in comparison to that underpressure which is necessary during the first filling time. This is represented schematically by way ofFIG.3which shows the pressure course over time. There, the differential pressure is represented as a curve29corresponding to the curve29inFIG.2. The dashed curve30herein shows the pressure which is mustered by the delivery pump21, whereas the unbroken curve31represents the pressure (underpressure) which is produced by the vacuum pump10in combination with the vacuum closed-loop control valve9. The differential pressure29results from the addition of the overpressure which is produced by the pump and of the underpressure according to curve31, produced by the pump10. Basically, this multi-stage filling method can also be effected in pressure levels, but what is decisive is the fact that the allowable pressure difference is not exceeded, which at the same time limits the speed of the filling procedure. While specific embodiments of the invention have been shown and described in detail to illustrate the application of the principles of the invention, it will be understood that the invention may be embodied otherwise without departing from such principles. LIST OF REFERENCE NUMERALS 1supply container2filling material3conveying conduit4filling material conduit5filling spout6vacuum chamber7receptacle8vacuum conduit9vacuum closed-loop control valve10vacuum pump11outlet conduit12weighing device13support body14control- and closed-loop control device15first pressure sensor16second pressure sensor17shut-off valve18shut-off valve29seal20further conveying conduit21membrane pump22third pressure sensor23nominal weight25dashed curve, temporal course of the product weight in the receptacle726dot-dashed curve, temporal course of the product flow which is generated by underpressure27curve which shows the temporal course of the product weight in the receptacle7, said weight being produced by the underpressure28double-dotted-dashed curve which shows the temporal course of the product weight which is produced by the feed pump29dotted curve which shows the pressure difference between the receptacle inside and the inside of the vacuum chamber30a dashed curve which shows the pressure which is generated by the pump2131curve which shows the underpressure which is generated by the vacuum pump10 | 10,504 |
11858669 | DETAILED DESCRIPTION OF THE INVENTION With reference to the attachedFIG.1, a device for applying top sheets to palletised loads according to the present invention is indicated as a whole with1. As will be better explained below, the device1can be integrated into a wrapping machine M for palletised loads P, which also forms the object of the present invention. It should be noted that in the attached figures, for a better understanding, the device1is shown together with the other groups or components of the wrapping machine M in which it is integrated; however, it should be noted that the present invention specifically protects the device1also completely independently from the other characteristics of the wrapping machine M of which it (possibly) forms part. The device1comprises at least one support2for at least one palletised load P. More in detail, the support2defines the prefixed position in which the palletised load P is located to be subjected to the application of a respective top sheet C over the top. Each of the palletised loads P reaches the support2moving along a determined advancement direction A (which can coincide, e.g., with the advancement direction of the palletised loads P through the wrapping machine M which—possibly—comprises the device1). The device further comprises means3for feeding the top sheets C to be laid down on the palletised loads P. More particularly, the feeding means3are suitable to unwind at least one top film reel B. From the top film reel B a plurality of the aforementioned sheets C to be applied over the top of the palletised loads P can be obtained. For this purpose, the feeding means3comprise cutting members3a, better described hereinafter, to separate top sheets C of the desired size. The device1also comprises at least one applicator member4. The applicator member4, is suitable to position, one by one, the top sheets C obtained from the reel B over the top of respective palletised loads P. According to an aspect of the invention, the applicator member4comprises at least one robotic arm5. In an embodiment of the invention of particular practical interest, the robotic arm5is of the anthropomorphic type, but could also be of another type suitable for the application (e.g., a Cartesian one). The robotic arm5comprises at least one operating end5a. According to another aspect of the invention, the applicator member4comprises a winding and unwinding member6. The winding and unwinding member6is associated with the operating end5aof the robotic arm5. The winding and unwinding member6is suitable to take each top sheet C unwound from the reel B at least at one of its edges D, and to position it over the top of a respective palletised load P, as will be better described hereinafter. More in detail, the winding and unwinding member6is able to wrap the sheet C, taken from the reel B, so as to take a substantially tube-shaped configuration, and then to unwind it over the top of the palletised load P, so that the transport of the sheet C itself takes places in a configuration in which it cannot undergo accidental movements. The robotic arm5is constituted by mutually articulated portions, associated with respective rotating actuators, so as to position the operative end5ain the desired points of the space, and further to move the same operative end5afrom a starting point to an arrival point with the desired speed and acceleration. The above-mentioned starting point typically consists of the pick-up point of the top sheets C provided in the feeding means3; the above-mentioned arrival point, instead typically consists of a suitable position near the top of the palletised load P, to deposit said sheet C on it. The robotic arm5further comprises a base5b, opposed to the operating end5a, positioned next to the support2of the palletised load P. The base5bcan house the actuating and control means of the robotic arm5. According to an aspect of the invention, the base5bof the robotic arm5can be placed, with respect to the support2, in the position which is considered optimal in relation to various aspects, such as the overall plan dimensions of the device1, the modalities of achievement of the starting point and the arrival point of the operating end5aof the robotic arm, the trajectory that the operating end5amust cover during the movement between the above mentioned points, and others. The winding and unwinding member6comprises a support element7. According to another aspect of the invention, the winding and unwinding member6comprises gripping means8. The gripping means8can be associated with the support element7, or with other parts of the winding and unwinding member6. As better explained hereinafter, the gripping means8are suitable for grasping the edge D of the film of the reel B, to take from it a top sheet C to be laid down over the top of the palletised load P. The robotic arm5comprises a joint9(FIG.2), which connects the winding and unwinding member6to the operating end5a. The joint9is of rotating type; the joint9comprises in fact a first actuator9awhich allows to selectively tilt the winding and unwinding member6with respect to the operating end5a. Furthermore, the joint9comprises a second actuator9b. The second actuator9bhas the function of performing the selective rotation of the winding and unwinding member6around the winding and unwinding axis E, for the reasons better explained below. Preferably, each of the first actuator9aand the second actuator9bcomprises a respective electric motor, possibly associated with a speed reducer; however, it is not excluded that in other embodiments of the invention the first actuator9aand the second actuator9bare of different types (e.g., pneumatic, hydraulic type). The support element7has an elongated conformation; for example, the support element7can consist of a section, made of light material (see, e.g.,FIG.3). Such section can have such a shape as to define peripheral slots—e.g., channels, or grooves—for fixing the gripping means8, e.g., positioned at certain mutual distances, so as to obtain the optimum grip of the edge D of the film of the reel B. The support element7is connected—directly or by interposing additional connection elements—to the joint9. According to another aspect of the invention, the winding and unwinding member6comprises at least a wrapping surface10of the film of the reel B. In particular, the wrapping surface10—cooperating with the gripping means8—allows the wrapping around it of a top sheet C, in its way from the feeding means3to the palletised load P, on the top of which it must be laid down. As will become clearer hereinafter, thanks to the wrapping of the sheet C on the wrapping surface10, the drawbacks due to the fact that the sheet C can freely and uncontrollably move/crinkle during its way from the feeding means3to the palletised load P are eliminated, reaching the top of the load P itself in a non-optimal configuration. Thanks to this important feature, instead, sheet C can be unwound, in an extremely precise and controlled manner, by the wrapping surface10directly over the top of the palletised load P, avoiding crinkles or other possible deformations or incorrect positioning. The wrapping surface (10) can be shaped in various ways. One of the main requirements relating to the winding and unwinding member6is the low weight since, as said, it is associated with the operating end5aof a robotic arm5. Consequently, in the practical realisation of the wrapping surface10, also the overall weight of the winding and unwinding member6is taken into account. For this reason, in an embodiment of the invention of particular practical interest, the wrapping surface10comprises a plurality of portions10a, distinct and separate from each other, arranged around the support element7. More particularly, each of the portions10aof the wrapping surface10comprises a respective peripheral element10b. The peripheral element10bcan have an open or closed cross-section. In the specific embodiments shown in the figures, the peripheral element10bhas a closed cross-section: in other words, it consists of a tube-like element. Such tube-like element may have a circular or a substantially circular cross-section, or another form suitable to realise a wrapping surface free from corners or roughness which could damage the sheet C. Each peripheral element10b—on which the top sheet C is wrapped—is positioned at a certain distance from the support element7, so as to obtain the desired winding radius. More in detail, the peripheral element10bis connected to the support element7by at least one connecting element10c. The connecting element10cconsists, e.g., of a small arm; this small arm is arranged perpendicular to the longitudinal axis of the support element7. For greater solidity and stability of the assembly, each portion10aof the wrapping surface10comprises a certain number of connecting elements10cof the peripheral element10bto the central support element7; for example, three or four connecting elements10cmay be provided. The number and sized of the portions10aare designed on the basis of a compromise between the desired extension of the wrapping surface10and the overall weight of the winding and unwinding member6. In the embodiments shown in the figures, the winding and unwinding member6comprises, e.g., four portions10awhich make up the wrapping surface10. As underlined, e.g., inFIG.5, the four portions10aare arranged angularly equidistant, positioned at 90° one with respect to the other. Obviously, different locations of the portions10aare possible, depending on their total number. Still with reference to the specific embodiments shown in the figures, the gripping means8comprise one or more pliers8a, arranged along the support element7. For example, the gripping means8comprise four pliers8a. The pliers8acan be positioned substantially equidistant from each other along the support element7, for an optimum grip of the edge D of the film of the reel B. Each plier8a, as shown, e.g., inFIG.5, comprises a first member11and a second member12. The first member11and the second member12are mutually movable between an open position and a closed position for gripping the edge D of the film of the reel B. The actuation of the first member11and of the second member12of each plier8can be, e.g., of a pneumatic type (not all the components of the pneumatic feeding system of the pliers8are shown, in particular, inFIGS.3,4,5for simplicity): this is a particularly simple and economical type of actuation, which also guarantees a certain operating speed. InFIGS.3,4, a duct12afor feeding pressurized air to the pliers8is schematically illustrated; such duct is suitably wrapped on a respective flanged support12b, connected in turn to the joint9. The duct12ahas a length sufficient to allow rotation of the winding and unwinding member6for the number of turns necessary to wind/unwind the film C, in the various operating steps of the device1. However, other possible actuation types of the pliers8(e.g., an actuation with electric actuators) are not excluded. A possible alternative embodiment, and of particular practical interest, of the winding and unwinding member6is shown inFIGS.13,14; it is a version improved from many points of view. Firstly, in this embodiment the winding and unwinding member6comprises a rotating pneumatic joint13for feeding compressed air to the gripping means8. This arrangement allows, in particular, to eliminate the duct12a, thus obtaining a more practical solution having a safer and more reliable operation. Moreover, with respect to the version ofFIGS.3-5, the support element7is considerably reduced in size. More in detail, in this case the support element7comprises a tube-like body7a. The tube-like body7ais directly connected to the rotating joint13, at a first end of the winding and unwinding member6. Connecting elements10care connected to the tube-like body7a; the latter are, in turn, connected to the peripheral elements10bof the portions10aof the wrapping surface10. Further connecting elements10care provided at the end of the winding and unwinding member6opposite to that in which the rotating joint13is provided. The connecting elements10care connected to each other in such a way as to define one or more sorts of crosses10d(in the case in which the peripheral elements10bare four in number). Such crosses10dconnect the peripheral elements10bto each other at certain positions; for example, such crosses10dconnect the peripheral elements10bwith each other only at the ends of the winding and unwinding member6, so that it is no longer necessary to provide (as in the embodiment ofFIGS.3-5) a central support element7having a length equal to that of the winding and unwinding device6. The consequence is a remarkable constructive simplification, and a considerable reduction of the overall weight of the winding and unwinding member6. In the absence of the central support element7which runs along the entire length of the winding and unwinding member6, the pliers8aare, in this case, connected to the peripheral elements10bby means of further connecting elements10e, comprising the small arms. A member considerably slimmer and lighter is therefore obtained, while maintaining the same functionalities as the one illustrated inFIGS.3-5; moreover, the solution ofFIGS.13,14allows the sheet C to be wrapped even for a greater number of turns, since the mechanical constraint constituted by the duct12ahas been eliminated. The feeding means3comprise selective locking means14of the edge D of the film of the reel B. The selective locking means14are suitable to keep the edge D in the correct position to allow the gripping means8of the winding and unwinding member6to grasp it, so as to take a top sheet C. More in detail, since the film of the reel B—usually made of plastic material—may be subject to uncontrollable electrostatic attractions that could accidentally move, crumple or wrinkle it if left free, according to an aspect of the present invention the edge D of the film of the reel B is firmly held and locked while waiting for the winding and unwinding member6to grasp it to take a top sheet C. The selective locking means14comprise at least a first locking element15and a second locking element16. The first locking element15and the second locking element16are mutually movable between a free passage position of the film of the reel B, wherein they are spaced from each other, and a locking position of the film, wherein they are, instead, mutually in contact so as to clamp the edge D between them. The first locking element15, which can be completely flat, has respective first openings15a. Such first openings15aallow the gripping means8of the winding and unwinding member6to grasp the edge D of the film of the reel B, to grasp and take the top sheets C one by one. The first openings15aare positioned substantially at the same distance from each other at which the gripping means8of the winding and unwinding member6are positioned from each other. The second locking element16, which, as mentioned, is movable with respect to the first locking element15, comprises a revolving body16a, provided with a plurality of extensions16b. The extensions16bare suitable to match with the edge D of the film of the reel B, keeping it in the correct position to be grasped by the gripping means8. The selective locking means14are mounted on a frame17for supporting the feeding means3. The frame17is substantially shaped as a sort of elongated tank, inside which the top film reel B is supported, in the manner better described hereinafter. The first element15and the second element16are supported at one of the edges of the frame17, and in particular at the highest of the two edges of the frame17arranged along its long sides. More in detail, the first element15can be completely flat; the second element16may have the terminal edge16, arranged according to the longer, raised side, so as to create a constraint against the exit of the edge D of the film of the reel B. The revolving body16acan rotate about a rotation axis R parallel to that of the top film reel B. The revolving body16ais associated with at least one actuation mechanism18, adapted to rotate the same revolving body16abetween the free passage position of the film of the reel B and the selective locking position thereof. The actuation mechanism18comprises at least one linear actuator18a, associated with a respective crank gear18b; the crank gear18bis suitable to transform the translation motion of the stem of the actuator18ainto a rotation motion of the revolving body16a. More in detail, in the embodiment shown in the figures, the actuation mechanism18comprises two linear actuators18a, associated with respective crank gears18b, supported at the opposite flanks of the frame17(or in other suitable positions). In the embodiment shown in the figures, each of the linear actuators18ais of the pneumatic type; in other embodiments of the invention, actuators18aof another type could be provided, e.g. comprising one or more electric motors, or others. The extensions16bare mutually positioned so as to allow free operation of the gripping means8on the edge D of the film of the reel B. According to another aspect of the invention, the feeding means3comprise at least one slot19for the reel of the top film B. In the slot19the top film reel B is placed which must be unwound to obtain the individual sheets C to be applied on respective palletised loads P. The slot19is provided inside the support frame17, which as mentioned, is substantially shaped as a tank or, more generally, as an open container at the top. As illustrated, e.g., inFIG.9, the slot19comprises at least two unwinding rollers20,21, with parallel axes, on which the top film reel B can roll. The unwinding rollers20,21are rotatably supported in the flanks of the frame17. The unwinding rollers20,21may be both idle, or at least one of them may be associated with respective rotating actuating means. The unwinding rollers20,21are rotatably supported in the bottom of the support frame17. The feeding means3further comprise at least one tensioning roller22of the film of the reel B; the tensioning roller22is rotatably supported in the flanks of the frame17. Around the tensioning roller22the film unwound from the aforementioned reel B is wrapped, then held in position by the selective locking means14. Therefore, in use, the reel B is placed on the unwinding rollers20,21, and the edge D thereof is wrapped around the tensioning roller22, and then inserted between the selective locking means14. As mentioned, at least one of the two unwinding rollers20,21can be motorized to facilitate unwinding of the reel B; alternatively, the unwinding of the reel B can be obtained directly by the traction exerted on its edge D by the winding and unwinding member6. The cutting members3aof the film unwound from the reel B can be, e.g., of the heated wire type. As shown, e.g., inFIGS.7,8, the cutting members3acomprise a pair of arms23articulated to the frame17, to which the ends of a heated wire24are connected; the heated wire24is arranged parallel to the axis of the reel B. The arms23are mutually connected by a shaft25, rotatably supported by the frame17. The cutting members3afurther comprise actuating means26, which allow the heated wire24to be brought from the inactive position (shown inFIG.7) to the cutting position (shown inFIG.8), in which it cuts off the film of the reel B to allow the picking up by the winding and unwinding member6. In the embodiment shown in the figures, the actuating means26comprise at least one linear actuator26aassociated with a respective crank gear26bwhich is in turn coupled to the shaft25; the crank gear26btransforms the translation motion of the stem of the linear actuator26ainto the rotation motion of the shaft25, with an angular excursion such as to allow the heated wire24to pass from the inactive position to the cutting position. In particular, two or more linear actuators26a, articulated to the frame17and associated with two respective crank gears26b, the latter coupled, in turn, to the shaft25, can be provided. It should be noted that the cutting members3acould also be of a different type from the one described, e.g., they could include fixed or movable blades, or other elements suitable to carry out the cutting of the film of the reel B. According to another aspect of the invention, the slot19for the reel B can be movable between at least an operating position and a replacement or maintenance position, or even a waiting position. In the above-mentioned operating position, the slot19of the reel B is optimally arranged to allow the picking up of the individual sheets C by the winding and unwinding member6. In the replacement/maintenance/waiting position, instead, the slot19of the reel B is arranged so as to allow the operators to carry out easily and safely their possible interventions. According to another aspect of the invention, the feeding means3can comprise at least two slot19for two respective reels B. As will be better described hereinafter, this allows to guarantee a continuity of operation of the device1in the case of exhaustion or jamming of one of the reels B: in other words, if one of the reels B is not available for some reason, the robotic arm5can take sheets C from the other reel B, so as not to interrupt the production cycle. The two slots19for the respective reels B can be, e.g., side by side or overlapped. In particular, in the embodiment of the invention illustrated in the figures, the device1comprises two slots19arranged side by side with each other, and each of them is movable between the aforementioned operating and replacement/maintenance/waiting positions. As shown, e.g., inFIG.1, each of the two slots19of the reels B can be slidable between said operating and replacement/maintenance/waiting positions: in the operating position, one or the other of the slots19is located near the robotic arm5, while in the replacement/maintenance/waiting position one or the other of the slots19is, e.g., inside a protection, in which the operator can work in maximum safety. According to a further aspect of the invention, the two slots19for the respective reels B have the respective support frames17sliding along a same base structure27. The base structure27comprises respective parallel guides28, along which the two support frames17are slidable. The sliding of each of the two frames17can be carried out in an automated manner, e.g. by means of respective actuators, or even possibly manually. In other embodiments of the invention a greater number of slots19can also be provided for respective top film reels B. The operation of the device1is, in the light of the foregoing, completely intuitive. Once the palletised load P has reached the support2, the robotic arm5approaches the feeding means3; more in detail, the winding and unwinding member6approaches the feeding means3. At the same time, the edge D of the top film reel B is clamped by the selective locking means14. More in detail, the aforementioned edge D is interposed between the first locking element15and the second locking element16; the extensions16bmatches the film of the reel B, and keep it in the correct picking up position. The gripping means8, in the open position, are then positioned at the first openings15a, so as to interpose the edge D between the respective first, second members11,12. The first, second members11,12are then mutually approached, until they close, moving to the position for gripping the edge D of the film of the reel B. After having grasped the edge D with the gripping means8, the second actuator9bis actuated, which causes the winding and unwinding member6to rotate in a certain direction of rotation. The rotation of the winding and unwinding member6, with the gripping means8which clamp the edge D, causes the tensile unwinding of the film from the reel B, and at the same time its wrapping around the portions10a, for a suitable number of turns in relation to the plan dimensions of the palletised load P. Once the winding and unwinding member6has picked up, therefore, a quantity of film suitable for covering the palletised load P, the cutting members3a, which cut off the film, thus isolating a single sheet C are actuated. The robotic arm5then moves so as to bring the winding and unwinding member6, carrying the sheet C, above the top of the palletised load P, as shown in particular inFIG.10. The sheet C, carefully wrapped on the portions10aof the winding and unwinding member6, is therefore completely blocked and immobile, and cannot move/crinkle even in the event that any electrostatic attraction from other bodies located in proximity thereto should occur. Subsequently the step of laying down the sheet C over the top of the palletised load P begins. The robotic arm5is actuated so as to translate the operating end5aalong a substantially horizontal trajectory above the top of the palletised load P; at the same time, the second actuator9bis actuated so as to rotate the winding and unwinding member6in the unwinding direction of the top sheet C. In this way the sheet C is progressively stretched, in a very accurate and controlled manner, over the top of the palletised load P (FIGS.11and12). Once the unwinding process has been completed, and then the sheet C has been completely stretched over the top of the palletised load P, the gripping means8are actuated so as to open and release the sheet C itself. The cycle of picking up and applying a new sheet C is repeated exactly as described. In the case in which the film of the reel B is exhausted—and in the case in which the feeding means3comprise several slots19for respective reels B—the slot19carrying the exhausted reel B is brought into the maintenance/replacement/waiting position, while the other slot19, carrying a full reel B, is brought into the operative position which is accessible to the robotic arm5. The same is true if the material to realise the sheets C has to be varied, or in the case where sheets C of different sizes have to be realised, which can then be obtained from respective different reels B. The invention thus conceived enables the achievement of important technical advantages. Firstly, as mentioned, the sheet C is transported from the feeding means3to the palletised load P in a configuration of complete wrapping around the portions10a, and then into a configuration in which it cannot undergo accidental movements and/or deformations. As a consequence of this, also the laying down of the sheet C over the top of the palletised load P takes place in a very precise and accurate manner, unwinding thereof by means of the member6. In this way, possible crinkles, movements or other unwanted phenomena that could lead to an incorrect positioning of the sheet C itself are avoided. These results are obtained with a constructive solution of the winding and unwinding member6which is very simple, economical and light, particularly suitable to be mounted on an anthropomorphic robotic arm5. It should also be noted that the robotic arm5can be freely placed in the most suitable position with respect to the support2for the palletised load P; this guarantees a greater freedom for the layout designer of the packaging plant, since there are no constraints to provide the device1in a predetermined position, as it is the case with machines of the known type. One of the main advantages deriving from this is the possibility of reducing the overall plan dimensions of the packaging plant, or adapting it to the available spaces. Another advantage consists in the fact that the robotic arm5can be placed in the most suitable position in relation to the specific requirements of a particular wrapping job, e.g. in the case in which an anti-water or anti-dust wrapping is to be carried out, or to minimize the distance that the load P covers between the application of the sheet C and the subsequent lateral wrapping, or for other requirements, such as the reduction of the operating time of the wrapping machine. Compared to machines of the known type, the solution according to the present invention also allows to obtain a constructive and functional simplification, since with a single robotic arm5it is possible to perform both the anti-dust and the anti-water wrapping. In particular, it is no longer necessary to provide a specific positioning member of the top sheet for the anti-water wrapping mode, which is present in machines of the known type, since the same robotic arm5can indifferently apply the top sheet before or after the lateral wrapping step, and in any position the palletised load is located: it is sufficient to modify the way of the robotic arm5to obtain one or the other mode. Moreover, the top film reel B is now in a much more convenient and accessible position for the operators with respect to what happens in the equipment of the known type, e.g. for carrying out maintenance and/or replacement operations. An object of the present invention is also a wrapping machine M for palletised loads P, comprising at least one device1for applying top sheets having the characteristics described above. The machine M comprises a feed line29of the palletised loads P; in particular, the palletised loads P are fed between an inlet29aand an outlet29b, opposite to each other. The feed line29can be, e.g., of the rollers type, or other equivalent type. Moreover, the machine M comprises at least a wrapping device30of the palletised loads P. The wrapping device30has the function of wrapping a wrapping film around the lateral surface of the palletised load P, so as to lock in position the top sheet C applied by the device1. The wrapping device30comprises at least one winding head31; the winding head31, in turn, supports a film winding reel around the palletised loads P. The wrapping device30may comprise, e.g., a wrapping robotic arm which has the head31at its operating end. The wrapping device30can also be of another type, e.g., of the type comprising a sort of column-shaped base, which extends vertically, along which the winding head31slides, to wrap the film around the palletised load P from top to bottom or from bottom to top, depending on the required wrapping mode. The machine M further comprises at least one rotating table32. The rotating table32is rotatable about a vertical axis, in use. More in detail, the rotating table32is provided along the feed line29between the inlet29aand the outlet29b. The rotating table32also comprises rollers which, in a certain position of the table32itself, have the respective axes parallel to those of the feed line29, so as to provide the necessary continuity which allows the translation of the palletised loads P. The machine M also comprises a counter-table33, with related support means34, opposed to the rotating table32and suitable to be positioned over the top of the palletised load P so as to keep it in the correct equilibrium position during the rotation imparted by the table32, and furthermore in such a way as to maintain the top sheet C applied to the load P from the device1in the suitable position. The support2for the palletised load P is provided along the feed line27. More in detail, the support2consists of a determined area of the feed line29, i.e. the most suitable area in which to deposit the top sheet C over the top of the palletised load P, and then carry out the lateral wrapping thereof in the most fast and easy way. For example, the area of the feed line29at which the top sheet C is carried out may be that which immediately precedes the arrival of the load P on the rotating table32. The distance between this application area and the rotating table32can be minimized, since the robotic arm5can also follow the load P as it moves towards the table32. It has thus been seen how the invention achieves the intended purposes. The device1and the machine M according to the present invention allow to obtain a greater flexibility and versatility both in terms of design and use, since the robotic arm5can be placed in the most suitable position in relation to the requirements of layout and overall plan dimensions, as well as the functional requirements for applying the top sheet C over the top of the palletised load P. Moreover, replacement operations of the top film reel B or even maintenance operations thereof are considerably simplified, since the unwinding means3are now positioned so as to be easily accessible to the operators, and in areas provided with protections23from the range of the robotic arm5. An object of the present invention is also a process for applying top sheets C to palletised loads P. The process comprises a step of providing a support2for the palletised load P. The process further comprises a step of feeding a top sheets C to be laid down on a palletised load P. Subsequently, the process comprises a step of wrapping the sheet C on a wrapping surface10, so that the sheet C itself takes on a substantially tube-shaped configuration. Then, the process provides a step of taking the sheet C, wrapped on such wrapping surface10, at the top of the palletised load P. A step of unwinding the sheet (C) over the top of the palletised load (P), so that the sheet (C) itself moves from the substantially tube-shaped transport configuration to a stretched configuration, suitable for the following and complete wrapping of the load P, is then performed. More in particular, the step of wrapping the sheet C on the wrapping surface10comprises a step of grasping the edge D of the sheet C, and a step of rotating the wrapping surface10for a certain number of turns, in a first rotation direction, so as to wrap and compact the sheet C itself in the above mentioned substantially tube-shaped configuration. Likewise, the step of unwinding the sheet C over the top of the palletised load P comprises a step of rotating, in a second rotation direction opposite to the first, the wrapping surface10and, once the unwinding has been completed, a step of releasing the edge D of the sheet C. In an embodiment of the invention, the aforementioned process is implemented, in particular, by the device1described above. The present invention has been described according to preferred embodiments; however, equivalent variants can be conceived without departing from the protection scope offered by the following claims. | 34,662 |
11858670 | DESCRIPTION OF EMBODIMENTS Hereinbelow, an example of a reinforcing bar binding machine that is an embodiment of the binding machine of the present invention will be described with reference to the drawings. <Configuration Example of Reinforcing Bar Binding Machine of First Embodiment> FIG.1is a view depicting an example of an entire internal configuration of a reinforcing bar binding machine of a first embodiment, as seen from a side. A reinforcing bar binding machine1A has such a shape that an operator grips with a hand, and includes a main body part10A and a handle part11A. The reinforcing bar binding machine1A is configured to feed a wire W in a forward direction denoted with an arrow F, to wind the wire around reinforcing bars S, which are a to-be-bound object, to feed the wire W wound around the reinforcing bars S in a reverse direction denoted with an arrow R, to wind the wire on the reinforcing bars S, and to twist the wire W, thereby binding the reinforcing bars S with the wire W. In order to implement the above functions, the reinforcing bar binding machine1A includes a magazine2A in which the wire W is accommodated, and a wire feeding unit3A configured to feed the wire W. The reinforcing bar binding machine1A also includes a curl forming unit5A configured to form a path along which the wire W fed by the wire feeding unit3A is to be wound around the reinforcing bars S, and a cutting unit6A configured to cut the wire W wound on the reinforcing bars S. The reinforcing bar binding machine1A also includes a binding unit7A configured to twist the wire W wound on the reinforcing bars S, and a drive unit8A configured to drive the binding unit7A. The magazine2A is an example of an accommodation unit in which a reel20on which the long wire W is wound to be reeled out is rotatably and detachably accommodated. For the wire W, a wire made of a plastically deformable metal wire, a wire having a metal wire covered with a resin, a twisted wire and the like are used. The reel20is configured so that one or more wires W are wound on a hub part (not shown) and can be reeled out from the reel20at the same time. The wire feeding unit3A includes a pair of feeding gears30configured to sandwich and feed one or more wires W aligned in parallel. In the wire feeding unit3A, a rotating operation of a feeding motor (not shown) is transmitted to rotate the feeding gears30. Thereby, the wire feeding unit3A feeds the wire W sandwiched between the pair of feeding gears30along an extension direction of the wire W. In a configuration where a plurality of, for example, two wires W are fed, the two wires W are fed aligned in parallel. The wire feeding unit3A is configured so that the rotation directions of the feeding gears30are switched and the feeding direction of the wire W is switched between forward and reverse directions by switching the rotation direction of the feeding motor (not shown) between forward and reverse directions. The curl forming unit5A includes a curl guide50configured to curl the wire W that is fed by the wire feeding unit30, and an induction guide51configured to guide the wire W curled by the curl guide50toward the binding unit7A. In the reinforcing bar binding machine1A, a path of the wire W that is fed by the wire feeding unit3A is regulated by the curl forming unit5A, so that a locus of the wire W becomes a loop Ru as shown with a broken line inFIG.1and the wire W is thus wound around the reinforcing bars S. The cutting unit6A includes a fixed blade part60, a movable blade part61configured to cut the wire W in cooperation with the fixed blade part60, and a transmission mechanism62configured to transmit an operation of the binding unit7A to the movable blade part61. The cutting unit6A is configured to cut the wire W by a rotating operation of the movable blade part61about the fixed blade part60, which is a support point. The transmission mechanism62includes a first link62bconfigured to rotate about a shaft62aas a support point, and a second link62bconfigured to connect the first link62band the movable blade part61, and a rotating operation of the first link62bis transmitted to the movable blade part61via the second link83b. The binding unit7A includes a wire engaging body70to which the wire W is engaged. A detailed embodiment of the binding unit7A will be described later. The drive unit8A includes a motor80, and a decelerator81configured to perform deceleration and amplification of torque. The reinforcing bar binding machine1A includes a feeding regulation part90against which a tip end of the wire W is butted, on a feeding path of the wire W that is engaged by the wire engaging body70. In the reinforcing bar binding machine1A, the curl guide50and the induction guide51of the curl forming unit5A are provided at an end portion on a front side of the main body part10A. In the reinforcing bar binding machine1A, a butting part91A against which the reinforcing bars S are to be butted is provided at the end portion on the front side of the main body part10A and between the curl guide50and the induction guide51. In the reinforcing bar binding machine1A, the handle part11A extends downwardly from the main body part10A. Also, a battery15A is detachably mounted to a lower part of the handle part11A. Also, the magazine2A of the reinforcing bar binding machine1A is provided in front of the handle part11A. In the main body part10A of the reinforcing bar binding machine1A, the wire feeding unit3A, the cutting unit6A, the binding unit7A, the drive unit8A configured to drive the binding unit7A, and the like are accommodated. A trigger12A is provided on a front side of the handle part11A of the reinforcing bar binding machine1A, and a switch13A is provided inside the handle part11A. The reinforcing bar binding machine1A is configured so that a control unit14A controls the motor80and the feeding motor (not shown) according to a state of the switch13A pushed as a result of an operation on the trigger12A. FIG.2Ais a side view depicting a configuration of main parts of the reinforcing bar binding machine of the first embodiment,FIG.2Bis a top view depicting a configuration of main parts of the reinforcing bar binding machine of the first embodiment, andFIG.2Cis a top sectional view depicting a configuration of main parts of the reinforcing bar binding machine of the first embodiment. Subsequently, the details of the binding unit7A, a connection structure of the binding unit7A and the drive unit8A, and a tension applying mechanism of the first embodiment for enabling binding in a state where the wire W is applied with tension are described with reference to the respective drawings. The binding unit7A includes a wire engaging body70to which the wire W is to be engaged, and a rotary shaft72for actuating the wire engaging body70. The binding unit7A and the drive unit8A are configured so that the rotary shaft72and the motor80are connected each other via the decelerator81and the rotary shaft72is driven via the decelerator81by the motor80. The wire engaging body70has a center hook70C connected to the rotary shaft72, a first side hook70L and a second side hook70R configured to open and close with respect to the center hook70C, and a sleeve71configured to actuate the first side hook70L and the second side hook70R in conjunction with a rotating operation of the rotary shaft72. In the binding unit7A, a side on which the center hook70C, the first side hook70L and the second side hook70R are provided is referred to as a front side, and a side on which the rotary shaft72is connected to the decelerator81is referred to as a rear side. The center hook70C is connected to a front end of the rotary shaft72, which is an end portion on one side, via a configuration that can rotate with respect to the rotary shaft72and move integrally with the rotary shaft72in an axis direction. A tip end-side of the first side hook70L, which is an end portion on one side in the axis direction of the rotary shaft72, is positioned at a side part on one side with respect to the center hook70C. A rear end-side of the first side hook70L, which is an end portion on the other side in the axis direction of the rotary shaft72, is rotatably supported to the center hook70C by a shaft71b. A tip end-side of the second side hook70R, which is an end portion on one side in the axis direction of the rotary shaft72, is positioned at a side part on the other side with respect to the center hook70C. A rear end-side of the second side hook70R, which is an end portion on the other side in the axis direction of the rotary shaft72, is rotatably supported to the center hook70C by the shaft71b. Thereby, the wire engaging body70opens/closes in directions in which the tip end-side of the first side hook70L separates and contacts with respect to the center hook70C by a rotating operation about the shaft71bas a support point. The wire engaging body70also opens/closes in directions in which the tip end-side of the second side hook70R separates and contacts with respect to the center hook70C. A rear end of the rotary shaft72, which is an end portion on the other side, is connected to the decelerator81via a connection portion72bhaving a configuration that can cause the connection portion to rotate integrally with the decelerator81and to move in the axis direction with respect to the decelerator81. The connection portion72bhas a spring72cfor urging backward the rotary shaft72toward the decelerator81and regulating an axial position of the rotary shaft72. Thereby, the rotary shaft72is configured to be movable forward away from the decelerator81while receiving a force pushed backward by the spring72c. Therefore, when a force of moving forward the wire engaging body70in the axis direction is applied, the rotary shaft72ccan move forward while receiving a force pushed backward by the spring72c. The sleeve71has such a shape that a range of a predetermined length from an end portion in the forward direction denoted with the arrow A1in the axis direction of the rotary shaft72is bisected diametrically and the first side hook70L and the second side hook70R enter. The sleeve71has a tubular shape surrounding the rotary shaft72, and has a convex portion (not shown) protruding from an inner peripheral surface of a space in which the rotary shaft72is inserted, and the convex portion enters a groove portion of a feeding screw72aformed along the axis direction on an outer periphery of the rotary shaft72. When the rotary shaft72rotates, the sleeve71moves in a front and rear direction along the axis direction of the rotary shaft72according to a rotation direction of the rotary shaft72by an action of the convex portion (not shown) and the feeding screw72aof the rotary shaft72. The sleeve71is also configured to rotate integrally with the rotary shaft72. The sleeve71has an opening/closing pin71aconfigured to open/close the first side hook70L and the second side hook70R. The opening/closing pin71ais inserted into opening/closing guide holes73formed in the first side hook70L and the second side hook70R. The opening/closing guide hole73has a shape of extending in a moving direction of the sleeve71and converting linear motion of the opening/closing pin71aconfigured to move in conjunction with the sleeve71into an opening/closing operation by rotation of the first side hook70L and the second side hook70R about the shaft71bas a support point. The wire engaging body70is configured so that, when the sleeve71is moved backward (refer to an arrow A2), the first side hook70L and the second side hook70R move away from the center hook70C by the rotating operations about the shaft71bas a support point, due to a locus of the opening/closing pin71aand the shape of the opening/closing guide holes73. Thereby, the first side hook70L and the second side hook70R are opened with respect to the center hook70C, so that a feeding path through which the wire W is to pass is formed between the first side hook70L and the center hook70C and between the second side hook70R and the center hook70C. In a state where the first side hook70L and the second side hook70R are opened with respect to the center hook70C, the wire W that is fed by the wire feeding unit3A passes between the center hook70C and the first side hook70L. The wire W passing between the center hook70C and the first side hook70L is guided to the curl forming unit5A. Then, the wire curled by the curl forming unit5A and guided to the binding unit7A passes between the center hook70C and the second side hook70R. The wire engaging body70is configured so that, when the sleeve71is moved in the forward direction denoted with the arrow A1, the first side hook70L and the second side hook70R move toward the center hook70C by the rotating operations about the shaft76as a support point, due to the locus of the opening/closing pin71aand the shape of the opening/closing guide holes73. Thereby, the first side hook70L and the second side hook70R are closed with respect to the center hook70C. When the first side hook70L is closed with respect to the center hook70C, the wire W sandwiched between the first side hook70L and the center hook70C is engaged in such a manner that the wire can move between the first side hook70L and the center hook70C. Also, when the second side hook70R is closed with respect to the center hook70C, the wire W sandwiched between the second side hook70R and the center hook70C is engaged in such a manner that the wire cannot come off between the second side hook70R and the center hook70C. The wire engaging body70has a bending portion71c1configured to push and bend a tip end-side (end portion on one side) of the wire W in a predetermined direction to form the wire W into a predetermined shape, and a bending portion71c2configured to push and bend a terminal end-side (end portion on the other side) of the wire W cut by the cutting unit6A in a predetermined direction to form the wire W into a predetermined shape. In the present example, the bending portion71c1and the bending portion71c2are formed at an end portion of the sleeve71in the forward direction denoted with the arrow A1. The sleeve71is moved in the forward direction denoted with the arrow A1, so that the tip end-side of the wire W engaged by the center hook70C and the second side hook70R is pushed and is bent toward the reinforcing bars S by the bending portion71c1. Also, the sleeve71is moved in the forward direction denoted with the arrow A1, so that the terminal end-side of the wire W engaged by the center hook70C and the first side hook70L and cut by the cutting unit6A is pushed and is bent toward the reinforcing bars S by the bending portion71c2. The binding unit7A includes a rotation regulation part74configured to regulate rotations of the wire engaging body70and the sleeve71in conjunction with the rotating operation of the rotary shaft72. The rotation regulation part74has rotation regulation blades74aprovided to the sleeve71and a rotation regulation claw74bprovided to the main body part10A. The rotation regulation blades74aare configured by a plurality of convex portions protruding diametrically from an outer periphery of the sleeve71and provided with predetermined intervals in a circumferential direction of the sleeve71. The rotation regulation blades74aare fixed to the sleeve71and are moved and rotated integrally with the sleeve71. The rotation regulation claw74bhas a first claw portion74b1and a second claw portion74b2, as a pair of claw portions facing each other with an interval through which the rotation regulation blade74acan pass. The first claw portion74b1and the second claw portion74b2are configured to be retractable from the locus of the rotation regulation blade74aby being pushed by the rotation regulation blade74aaccording to the rotation direction of the rotation regulation blade74a. In an operation area where the wire W is engaged by the wire engaging body70, the wire W is wound on the reinforcing bars S and is then cut and the wire W is bent by the bending portions71c1and71c2of the sleeve71, the rotation regulation blade74aof the rotation regulation part74is engaged to the rotation regulation claw74b. When the rotation regulation blade74ais engaged to the rotation regulation claw74b, the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated, so that the sleeve71is moved in the front and rear direction by the rotating operation of the rotary shaft72. In an operation area where the wire W engaged by the wire engaging body70is twisted, the engaged state of the rotation regulation blade74aof the rotation regulation part74with the rotation regulation claw74bis released. When the engaged state of the rotation regulation blade74awith the rotation regulation claw74bis released, the sleeve71rotates in conjunction with the rotation of the rotary shaft72. The center hook70C, the first side hook70L and the second side hook70R of the wire engaging body70engaging the wire W rotate in conjunction with the rotation of the sleeve71. In the operation area of the sleeve71and the wire engaging body70along the axis direction of the rotary shaft72, the operation area where the wire W is engaged by the wire engaging body70is referred to as a first operation area. The operation area, in which the wire W engaged by the wire engaging body70is twisted, of the first operation area is referred to as a second operation area. In the binding unit7A, a movable member83is provided so as to be movable in conjunction with the sleeve71. The movable member83is rotatably attached to the sleeve71, does not operate in conjunction with the rotation of the sleeve71, and is configured to move in the front and rear direction in conjunction with the sleeve71. The movable member83has an engaging portion83athat is engaged with an engaged portion62dprovided to the first link62bof the transmission mechanism62. In the binding unit7A, when the movable member83moves in the front and rear direction in conjunction with the sleeve71, the engaging portion83ais engaged with the engaged portion62d, thereby rotating the first link62b. The transmission mechanism62transmits the rotating operation of the first link62bto the movable blade part61via the second link83b, thereby rotating the movable blade part61. Thereby, the forward moving operation of the sleeve71rotates the movable blade part61in a predetermined direction, so that the wire W is cut. The binding unit7A includes a tension applying spring92for enabling binding in a state where the wire W is applied with tension. The tension applying spring92is an example of the tension applying part that is the tension applying mechanism of the first embodiment, is provided on an outer side of the sleeve71, and urges the sleeve71and the wire engaging body70away from the butting part91A in the axis direction of the rotary shaft72. The tension applying spring92is, for example, a coil spring that expands and contracts in the axis direction, and is fitted on the outer periphery of the sleeve71between the rotation regulation blade74aand a support frame76dconfigured to support the sleeve71so as to be rotatable and slidable in the axis direction. In a case where the tension applying spring92is configured by a coil spring, the spring is configured to have an inner diameter larger than an outer diameter of the sleeve71. Note that, the tension applying spring92is not limited to the coil spring that expands and contracts in the axis direction, and may also be a plate spring, a tortional coil spring, one or more dish springs or the like configured to urge the sleeve71in the axis direction of the rotary shaft72. The tension applying spring92is compressed between the support frame76dand the rotation regulation blade74aaccording to a position of the sleeve71in the axis direction of the rotary shaft72, thereby urging the sleeve71backward away from the butting part91A along the axis direction of the rotary shaft72. Thereby, the tension applying spring92urges the wire engaging body70having the sleeve71in a direction of maintaining the tension applied to the wire W by the operations of feeding the wire W in the reverse direction and winding the wire on the reinforcing bars S. The rotary shaft72is also connected to the decelerator81via the connection portion72bhaving a configuration of enabling the rotary shaft72to move in the axis direction. Thereby, when the sleeve71is moved forward and compressed, the tension applying spring92applies tension to the wire W, which is to be cut at the cutting unit6A after being wound on the reinforcing bars S, with a force higher than a force applied in a loosening direction of the wire W wound on the reinforcing bars S. That is, a reaction force of tension that is applied to the wire W by the operation of winding the wire W on the reinforcing bars S applies a force by which the wire engaging body70is moved in the forward direction along the axis direction in which the wire W wound on the reinforcing bars S is loosened. In an area where a force of extending the compressed tension applying spring92is higher than the force of moving the wire engaging body70with the reaction force of tension applied to the wire W wound on the reinforcing bars S, the tension applying spring92suppresses the wire engaging body70from moving forward. Thereby, it is possible to perform binding in a state where the wire W after cut is applied with tension. The wire engaging body70is also configured to be movable forward while the sleeve71receives a force pushed backward by the tension applying spring92and the rotary shaft72receives a force pushed backward by the spring72c. <Example of Operation of Reinforcing Bar Binding Machine of First Embodiment> FIG.3Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.3Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line A-A ofFIG.3A, andFIG.3Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during feeding of the wire. FIG.4Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.4Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line B-B ofFIG.4A, andFIG.4Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during engaging of the wire. FIG.5Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.5Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line C-C ofFIG.5A, andFIG.5Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during reverse feeding of the wire. FIG.6Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.6Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line D-D ofFIG.6A, andFIG.6Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during cutting and bending of the wire. FIG.7Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.7Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line E-E ofFIG.7A, andFIG.7Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during twisting of the wire. FIG.8Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.8Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line F-F ofFIG.8A, andFIG.8Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during twisting of the wire. FIG.9Ais a side view of main parts of the reinforcing bar binding machine of the first embodiment,FIG.9Bis a top sectional view of main parts of the reinforcing bar binding machine of the first embodiment, taken along a line G-G ofFIG.9A, andFIG.9Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the first embodiment, depicting operations during twisting of the wire. Subsequently, the operation of binding the reinforcing bars S with the wire W by the reinforcing bar binding machine1A of the first embodiment is described with reference to the respective drawings. The reinforcing bar binding machine1A is in a standby state where the wire W is sandwiched between the pair of feeding gears30and the tip end of the wire W is positioned between the sandwiched position by the feeding gear30and the fixed blade part60of the cutting unit6A. Also, as shown inFIG.2Band the like, when the reinforcing bar binding machine1A is in the standby state, the sleeve71and the wire engaging body70whose the first side hook70L, the second side hook70R and the center hook70C are attached to the sleeve71move in the backward direction denoted with the arrow A2, and the first side hook70L is opened with respect to the center hook70C and the second side hook70R is opened with respect to the center hook70C. Also, when the reinforcing bar binding machine1A is in the standby state, the rotation regulation blade74aseparates from the tension applying spring92, so that the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92. When the reinforcing bars S are inserted between the curl guide50and the induction guide51of the curl forming unit5A and the trigger12A is operated, the feeding motor (not shown) is driven in the forward rotation direction, so that the wire W is fed in the forward direction denoted with the arrow F by the wire feeding unit3A, as shown inFIGS.3A to3C. In a configuration where a plurality of, for example, two wires W are fed, the two wire W are fed aligned in parallel along an axis direction of the loop Ru, which is formed by the wires W, by a wire guide (not shown). The wire W fed in the forward direction passes between the center hook70C and the first side hook70L and is then fed to the curl guide50of the curl forming unit5A. The wire W passes through the curl guide50, so that it is curled to be wound around the reinforcing bars S. The wire W curled by the curl guide50is guided to the induction guide51and is further fed in the forward direction by the wire feeding unit3A, so that the wire is guided between the center hook70C and the second side hook70R by the induction guide51. The wire W is fed until the tip end is butted against the feeding regulation part90. When the wire W is fed to a position at which the tip end is butted against the feeding regulation part90, the drive of the feeding motor (not shown) is stopped. After the feeding of the wire W in the forward direction is stopped, the motor80is driven in the forward rotation direction. In the first operation area where the wire W is engaged by the wire engaging body70, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, as shown inFIGS.4A to4C, the rotation of the motor80is converted into linear movement, so that the sleeve71is moved in the forward direction denoted with the arrow A1. When the sleeve71is moved in the forward direction, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the first side hook70L is closed with respect to the center hook70C, the wire W sandwiched between the first side hook70L and the center hook70C is engaged in such a manner that the wire can move between the first side hook70L and the center hook70C. Also, the second side hook70R is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the second side hook70R is closed with respect to the center hook70C, the wire W sandwiched between the second side hook70R and the center hook70C is engaged is in such a manner that the wire cannot come off between the second side hook70R and the center hook70C. In the reinforcing bar binding machine1A, in the first operation area where the wire W is engaged by the wire engaging body70, the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92, and the load by the tension applying spring92is not applied in an operation in which the sleeve71and the wire engaging body70move in the forward direction denoted with the arrow A1. After the sleeve71is advanced to a position at which the wire W is engaged by the closing operation of the first side hook70L and the second side hook70R, the rotation of the motor80is temporarily stopped and the feeding motor (not shown) is driven in the reverse rotation direction. Thereby, as shown inFIGS.5A to5C, the pair of feeding motors30is reversely rotated and the wire W sandwiched between the pair of feeding gears30is fed in the reverse direction denoted with the arrow R. Since the tip end-side of the wire W is engaged in such a manner that the wire cannot come off between the second side hook70R and the center hook70C, the wire W is wound on the reinforcing bars S by the operation of feeding the wire W in the reverse direction. After the wire W is wound on the reinforcing bars S and the drive of the feeding motor (not shown) in the reverse rotation direction is stopped, the motor80is driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction denoted with the arrow A1. As shown inFIGS.6A to6C, the forward movement of the sleeve71is transmitted to the cutting unit6A by the transmission mechanism62, so that the movable blade part61is rotated and the wire W engaged by the first side hook70L and the center hook70C is cut by the operation of the fixed blade part60and the movable blade part61. In the reinforcing bar binding machine1A, in the operation area where the sleeve71and the wire engaging body70are moved forward to cut the wire W, the rotation regulation blade74ais contacted to the tension applying spring92and the tension applying spring92is compressed between the support frame76dand the rotation regulation blade74a, so that the sleeve71and the wire engaging body70are urged backward by the tension applying spring92. When the wire W is cut, the load applied to the movable blade part61disappears. The movable blade part61is connected to the sleeve71via the second link62c, the first link62band the engaged portion62dof the transmission mechanism62, the engaging portion83aand the movable member83. Thereby, when the load applied to the movable blade part61disappears, the force with which the movement of the sleeve71is regulated by the load applied to the movable blade part61is lowered. In the operation of winding the wire W on the reinforcing bars S, the tension applied to the wire W increases because the tip end-side of the wire W is engaged in such a manner that it cannot come off from between the second side hook70R and the center hook70C. Thereby, the force of moving forward the sleeve71by the reaction force of the tension applied to the wire W is applied to the sleeve71. For this reason, when the wire W is cut, the load applied to the movable blade part61disappears and the force of regulating the movement of the sleeve71by the load applied to the movable blade part61is lowered, the sleeve71intends to move forward. When the sleeve71moves forward, the force of pulling backward the wire W engaged by the wire engaging body70whose the center hook70C, the first side hook70L and the second side hook70R are attached to the sleeve71is lowered, so that the wire W wound on the reinforcing bars S is loosened before it is twisted. In contrast, according to the present embodiment, in the operation area where the wire W is cut, the sleeve71is urged backward by the tension applying spring92compressed between the support frame76dand the rotation regulation blade74aby the forward movement operation of the sleeve71. The compressed tension applying spring92is extended, so that the force of urging backward the sleeve71is stronger than the reaction force of the tension applied to the wire W as a result of the wire W being wound on the reinforcing bars S. For this reason, even when the wire W is cut, the load applied to the movable blade part61disappears and the force of regulating the movement of the sleeve71by the load applied to the movable blade part61is lowered, the forward movement of the sleeve71is suppressed. The forward movement of the sleeve71is suppressed, so that the force of pulling backward the wire W engaged by the wire engaging body70is suppressed from being lowered. Thereby, the tension that is applied to the wire W by the operations of feeding the wire W in the reverse direction and winding the wire W on the reinforcing bars S is maintained, so that the wire W wound on the reinforcing bars S is suppressed from being loosened before the wire is twisted. Since the tension applying spring92has such a configuration that the coil spring is provided on the outer periphery of the sleeve71, there are few restrictions on a diameter and the like of the spring, and the urging force can be increased. In the reinforcing bar binding machine1A, as described above, in the operation area where the wire W is cut, the sleeve71and the wire engaging body70are urged backward by the tension applying spring92, so that even when the wire W is cut, the load applied to the movable blade part61disappears and the force of regulating the movement of the sleeve71by the load applied to the movable blade part61is lowered, the forward movement of the sleeve71can be suppressed. Note that, in the first operation area where the wire W is engaged by the wire engaging body70, when the sleeve71and the wire engaging body70are urged backward by the tension applying spring92, the load applied to the motor80increases. Therefore, when the reinforcing bar binding machine1A is in the standby state, as described above, the rotation regulation blade74aseparates from the tension applying spring92, and in the first operation area where the wire W is engaged by the wire engaging body70, the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92. Thereby, in the first operation area where the wire W is engaged by the wire engaging body70, the load due to the load that urges the sleeve71and the wire engaging body70backward by the tension applying spring92is not applied in the operation where the sleeve71and the wire engaging body70move in the forward direction denoted with the arrow A1. Therefore, it is possible to suppress the load, which is applied to the motor80in an area where the load by the tension applying spring92is not required, from increasing. In the meantime, the rotary shaft72is connected to the decelerator81via the connection portion72bhaving a configuration of enabling the rotary shaft72to rotate integrally with the decelerator81and to move in the axis direction with respect to the decelerator81. In the first operation area where the wire W is engaged by the wire engaging body70from the standby position, the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92, so that in the first operation area, the position in the axis direction of the rotary shaft72cannot be regulated by the tension applying spring92. Therefore, the connection portion72bhas the spring72cfor urging the rotary shaft72in the backward direction toward the decelerator81. Thereby, the position of the rotary shaft72is regulated by receiving a force pushed backward by the spring72c, unless a force of exceeding the urging force by the spring72cand moving the rotary shaft72forward is applied. Therefore, the tension applying spring92is provided independently of the spring72c, so that it is possible to apply the load necessary so as to suppress the wire from being loosened in a desired area. Also, in the operation area where the wire W is cut, the sleeve71and the wire engaging body70can be urged backward by the tension applying spring92, so that the wire W wound on the reinforcing bars S can be suppressed from being loosened before the wire is twisted. In addition to the effects, it is possible to suppress the load, which is applied to the motor80in an area where the load by the urging of the tension applying spring92is not required, from increasing, so that it is possible to suppress the load, which is applied to the motor80and the like during one entire binding cycle, from increasing, thereby suppressing the durability of the components from being lowered. In addition, the spring72cis provided, so that it is possible to suppress the rotary shaft72from carelessly moving in the area where the urging force by the tension applying spring92is not applied. Note that, the spring72cmay be configured as the tension applying part by setting the force of urging backward the rotary shaft72, which is connected to the decelerator81to be axially movable, by the spring72cstronger than the reaction force of the tension that is applied to the wire W as the wire is wound on the reinforcing bars S. The bending portions71c1and71c2are moved toward the reinforcing bars S substantially at the same time when the sleeve71is moved in the forward direction denoted with the arrow A1to cut the wire W as the motor80is driven in the forward rotation direction. Thereby, the tip end-side of the wire W engaged by the center hook70C and the second side hook70R is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging position as a support point by the bending portion71c1. The sleeve71is further moved in the forward direction, so that the wire W engaged between the second side hook70R and the center hook70C is sandwiched and maintained by the bending portion71c1. Also, the terminal end-side of the wire W engaged by the center hook70C and the first side hook70L and cut by the cutting unit6A is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging point as a support point by the bending portion71c2. The sleeve71is further moved in the forward direction, so that the wire W engaged between the first side hook70L and the center hook70C is sandwiched and maintained by the bending portion71c2. After the tip end-side and the terminal end-side of the wire W are bent toward the reinforcing bars S, the motor80is further driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction. When the sleeve71is moved to a predetermined position and reaches the operation area where the wire W engaged by the wire engaging body70is twisted, the engaging of the rotation regulation blade74awith the rotation regulation claw74bis released. Thereby, as shown inFIGS.7A to7C, the motor80is further driven in the forward rotation direction, so that the sleeve71rotates in conjunction with the rotary shaft72, thereby twisting the wire W engaged by the wire engaging body70. In the binding unit7A, in the second operation area where the sleeve71rotates to twist the wire W, the wire W engaged by the wire engaging body70is twisted, so that a force of pulling forward the wire engaging body70in the axis direction of the rotary shaft72is applied. In the meantime, the sleeve71is moved forward up to a position at which it can rotate, so that the tension applying spring92is further compressed and the sleeve71receives the force pushed backward by the tension applying spring92. Thereby, when a force for moving forward in the axis direction is applied to the wire engaging body70, the wire engaging body70and the rotary shaft72are moved forward while the sleeve71receives the force pushed backward by the tension applying spring92and the rotary shaft72receives the force pushed backward by the spring72c, thereby twisting the wire W while moving forward, as shown inFIGS.8A to8C. Therefore, the portion of the wire W engaged by the wire engaging body70is pulled backward, and the tension is applied in the tangential directions of the reinforcing bars S, so that the wire W is pulled to closely contact the reinforcing bars S. In the binding unit7A, in the second operation area where the sleeve71rotates to twist the wire W, when the wire engaging body70further rotates in conjunction with the rotary shaft72, the wire engaging body70and the rotary shaft72move in the forward direction in which a gap between the twisted portion of the wire W and the reinforcing bar S becomes smaller, thereby further twisting the wire W. In the second operation area where the wire W is twisted, the urging forces of the tension applying spring92and the spring72cand the like are set so that the tension applied to the wire W as the portion engaged by the wire engaging body70is pulled backward is equal to or larger than 10% and equal to or smaller than 50% with respect to the maximum tensile load of the wire W. When the tension applied to the wire W is equal to or larger than 10% and equal to or smaller than 50% with respect to the maximum tensile load of the wire W, the loosening due to an extra part of the wire can be removed, the wire W can be closely contacted to the reinforcing bars S, and the wire W can be prevented from being carelessly cut. In addition, it is possible to suppress the unnecessarily high outputs of the motor80and the feeding motor (not shown). Therefore, it is possible to suppress increases in the size of the motor and the size of the entire device so as to make the device sturdy, which leads to improvement on a handling property as a product. The maximum tensile load of a wire means the maximum load that the wire cam withstand in a tensile test. Therefore, as shown inFIGS.9A to9C, the wire W is twisted as the wire engaging body70and the rotary shaft72are moved forward with receiving the force pushed backward by the tension applying spring92and the spring72c, so that the gap between the twisted portion of the wire W and the reinforcing bars S is reduced and the wire is closely contacted to the reinforcing bar S in a manner of following the reinforcing bar S. Thereby, the loosening before the wire W is twisted is removed, so that it is possible to perform the binding in the state where the wire W is closely contacted to the reinforcing bars S. When it is detected that a maximum load is applied to the motor80as a result of twisting of the wire W, the rotation of the motor80in the forward direction is stopped. Then, the motor80is driven in the reverse rotation direction, so that the rotary shaft72is reversely rotated. When the sleeve71is reversely rotated according to the reverse rotation of the rotary shaft72, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, the sleeve71is moved in the backward direction denoted with the arrow A2. When the sleeve71is moved backward, the bending portions71c1and71c2separate from the wire W and the engaged state of the wire W by the bending portions71c1and71c2is released. Also, when the sleeve71is moved backward, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved away from the center hook70C by the rotating operation about the shaft71bas a support point. The second side hook70R is also moved away from the center hook70C by the rotating operation about the shaft71bas a support point. Thereby, the wire W comes off from the wire engaging body70. <Configuration Example of Reinforcing Bar Binding Machine of Second Embodiment> FIG.10Ais a side view depicting an example of a reinforcing bar binding machine of a second embodiment, andFIG.10Bis a top sectional view of the reinforcing bar binding machine of the second embodiment, taken along a line H-H ofFIG.10A. Note that, as for the reinforcing bar binding machine of the second embodiment, the same configurations as the reinforcing bar binding machine of the first embodiment are denoted with the same reference signs, and the detailed descriptions thereof are omitted. A reinforcing bar binding machine1B of the second embodiment includes a butting part91B against which the reinforcing bars S are butted, and a tension applying spring93for urging the butting part91B. The butting part91B and the tension applying spring93are an example of the tension applying part that is the tension applying mechanism of the second embodiment, and the butting part91B is provided to be movable in the front and rear direction denoted with the arrows A1and A2at an end portion on the front side of the main body part10B between the curl guide50and the induction guide51. The butting part91B is also urged in the forward direction denoted with the arrow A1by the tension applying spring93. FIG.11Ais a perspective view depicting an attachment structure of the butting part and the tension applying spring, andFIG.11Bis an exploded perspective view depicting the attachment structure of the butting part and the tension applying spring. The main body part10B has a housing11B divided in the right and left direction. Each housing11B has an attachment part16B of the butting part91B and the tension applying spring93inside the end portion on the front side. The butting part91B is attached to a second guide plate94bvia a first guide plate94aconfigured to regulate a moving direction of the butting part91B. The first guide plate94ais provided with a long hole portion94cfor regulating the moving direction of the butting part91B, and is fitted to the attachment part16B of the housing11B. Hollow pins95bthrough which screws95apass are enabled to pass through hole portions96aformed in two upper and lower places of the butting part91B, and the screws95aand the hollow pins95bpassing through the butting part91B are enabled to pass through the long hole portion94cof the first guide plate94afitted to the housing11B. The screws95aprotruding from the hollow pins95bpass through the second guide plate94bput in the attachment part16B, and are then fastened with nuts95c. The tension applying spring93is put in the attachment part16B with being pushed and compressed by the second guide plate94b. A cover17B covering the attachment part16B is attached to the housing11B by a screw18B, so that the first guide plate94ais fixed to the housing11B, the second guide plate94bis supported so as to be movable and the tension applying spring93is supported so as to be compressible and expandable. Thereby, the butting part91B is supported so as to be movable in the front and rear direction denoted with the arrows A1and A2together with the second guide plate94balong the shape of the long hole portion94cof the first guide plate94a. The butting part91B is also urged in the forward direction denoted with the arrow A1by the tension applying spring93. Therefore, in the reinforcing bar binding machine1B, the butting part91B and the tension applying spring93urge forward the reinforcing bars S butted against the butting part91B. That is, the tension applying spring93urges the reinforcing bars S butted against the butting part91B and the wire engaging body70engaging the wire W at the binding unit7A in a direction getting away from each other. The tension applying spring93applies the tension to the wire W wound on the reinforcing bars S and cut at the cutting unit6A with a force higher than a force applied in a loosening direction of the wire W wound on the reinforcing bars S, thereby enabling binding in a state where the wire W is applied with the tension. Note that, in the reinforcing bar binding machine1B of the second embodiment, the rotary shaft72is connected to the decelerator81in a state where the axial movement is regulated. <Example of Operation of Reinforcing Bar Binding Machine of Second Embodiment> FIG.12Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.12Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line I-I ofFIG.12A, andFIG.12Cis a side view of main parts of a binding unit and a drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during feeding of the wire. FIG.13Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.13Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line J-J ofFIG.13A, andFIG.13Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during engaging of the wire. FIG.14Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.14Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line K-K ofFIG.14A, andFIG.14Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during reverse feeding of the wire. FIG.15Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.15Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line L-L ofFIG.15A, andFIG.15Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during tension applying by reverse feeding of the wire. FIG.16Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.16Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line M-M ofFIG.16A, andFIG.16Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during cutting and bending of the wire. FIG.17Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.17Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line N-N ofFIG.17A, andFIG.17Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during twisting of the wire. FIG.18Ais a side view of main parts of the reinforcing bar binding machine of the second embodiment,FIG.18Bis a top sectional view of main parts of the reinforcing bar binding machine of the second embodiment, taken along a line O-O ofFIG.18A, andFIG.18Cis a side view of main parts of the binding unit and the drive unit of the reinforcing bar binding machine of the second embodiment, depicting operations during tension applying by twisting of the wire. Subsequently, the operation of binding the reinforcing bars S with the wire W by the reinforcing bar binding machine1B of the second embodiment is described with reference to the respective drawings. The reinforcing bar binding machine1B is in a standby state where the wire W is sandwiched between the pair of feeding gears30and the tip end of the wire W is positioned between the sandwiched position by the feeding gear30and the fixed blade part60of the cutting unit6A. Also, when the reinforcing bar binding machine1A is in the standby state, the first side hook70L is opened with respect to the center hook70C and the second side hook70R is opened with respect to the center hook70C. When the reinforcing bars S are inserted between the curl guide50and the induction guide51of the curl forming unit5A and the trigger12A is operated as the reinforcing bars are butted against the butting part91B, the feeding motor (not shown) is driven in the forward rotation direction, so that the wire W is fed in the forward direction denoted with the arrow F by the wire feeding unit3A, as shown inFIGS.12A to12C. In a configuration where a plurality of, for example, two wires W are fed, the two wire W are fed aligned in parallel along an axis direction of the loop Ru, which is formed by the wires W, by a wire guide (not shown). The wire W fed in the forward direction passes between the center hook70C and the first side hook70L and is then fed to the curl guide50of the curl forming unit5A. The wire W passes through the curl guide50, so that it is curled to be wound around the reinforcing bars S. The wire W curled by the curl guide50is guided to the induction guide51and is further fed in the forward direction by the wire feeding unit3A, so that the wire is guided between the center hook70C and the second side hook70R by the induction guide51. The wire W is fed until the tip end is butted against the feeding regulation part90. When the wire W is fed to a position at which the tip end is butted against the feeding regulation part90, the drive of the feeding motor (not shown) is stopped. After the feeding of the wire W in the forward direction is stopped, the motor80is driven in the forward rotation direction. In the first operation area where the wire W is engaged by the wire engaging body70, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, as shown inFIGS.13A to13C, the rotation of the motor80is converted into linear movement, so that the sleeve71is moved in the forward direction denoted with the arrow A1. When the sleeve71is moved in the forward direction, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the first side hook70L is closed with respect to the center hook70C, the wire W sandwiched between the first side hook70L and the center hook70C is engaged in such a manner that the wire can move between the first side hook70L and the center hook70C. Also, the second side hook70R is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the second side hook70R is closed with respect to the center hook70C, the wire W sandwiched between the second side hook70R and the center hook70C is engaged is in such a manner that the wire cannot come off between the second side hook70R and the center hook70C. After the sleeve71is advanced to a position at which the wire W is engaged by the closing operation of the first side hook70L and the second side hook70R, the rotation of the motor80is temporarily stopped and the feeding motor (not shown) is driven in the reverse rotation direction. Thereby, as shown inFIGS.14A to14C, the pair of feeding gears30is reversely rotated and the wire W sandwiched between the pair of feeding gears30is fed in the reverse direction denoted with the arrow R. Since the tip end-side of the wire W is engaged in such a manner that the wire cannot come off between the second side hook70R and the center hook70C, the wire W is wound on the reinforcing bars S by the operation of feeding the wire W in the reverse direction. In the operation of winding the wire W on the reinforcing bars S, when the pair of feeding gears30is further reversely rotated, since the tip end-side of the wire W is engaged in such a manner that the wire cannot come off between the second side hook70R and the center hook70C, the tension applied to the wire W increases. Thereby, the force of pressing the reinforcing bars S having the wire W wound thereon toward the butting part91B by the reaction force of the tension applied to the wire W increases. Therefore, as shown inFIGS.15A to15C, the butting part91B intends to move in the backward direction denoted with the arrow A2together with the second guide plate94b, and the reinforcing bar binding machine1B moves in the forward direction denoted with the arrow A1toward the reinforcing bars S, as relative movement. In addition, the tension applying spring93is pushed and compressed by the second guide plate94b. Therefore, the reinforcing bars S having the wire W wound thereon are urged forward via the butting part91B by the tension applying spring93, and the reinforcing bar binding machine1B is urged relatively backward. In the operation of winding the wire W on the reinforcing bars S, as described above, the tension applied to the wire W increases, so that the load applied from the wire W to the pair of feeding gears30increases. When the tension applied to the wire W increases, the reinforcing bar binding machine1B moves in the forward direction denoted with the arrow A1toward the reinforcing bars S while receiving a force urged by the tension applying spring93, thereby suppressing a rapid increase in load applied from the wire W to the pair of feeding gears30. Thereby, the wire W is suppressed from slipping with respect to the pair of feeding gears30, so that it is possible to apply the stable tension to the wire W when winding the wire. After the wire W is wound on the reinforcing bars S and the drive of the feeding motor (not shown) in the reverse rotation direction is stopped, the motor80is driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction denoted with the arrow A1. As shown inFIGS.16A to16C, the forward movement of the sleeve71is transmitted to the cutting unit6A by the transmission mechanism62, so that the movable blade part61is rotated and the wire W engaged by the first side hook70L and the center hook70C is cut by the operation of the fixed blade part60and the movable blade part61. When the wire W is cut and the load applied to the movable blade part61disappears, the force of pressing the reinforcing bars S to the butting part91B with the reaction force of the wire W wound on the reinforcing bars S is lowered, so that the force of urging backward the reinforcing bar binding machine1B by the tension applying spring93is weakened. Thereby, when the wire W is cut, the force of compressing the tension applying spring93is weakened and the tension applying spring93expands, so that the butting part91B intends to move forward together with the second guide plate94b, and the reinforcing bar binding machine1B moves backward away from the reinforcing bars S, as relative movement. Therefore, when the wire W engaged by the wire engaging body70and wound on the reinforcing bars S is cut, a portion of the wire W engaged by the wire engaging body70is pulled backward away from the reinforcing bars S, so that the force of pulling backward the wire W engaged by the wire engaging body70is suppressed from being lowered. Thereby, the wire W is applied with the tension after the wire W is cut by the cutting unit6A until the wire W is twisted by the binding unit7A, so that the wire W wound on the reinforcing bars S by the operation of feeding the wire W in the reverse direction is suppressed from being loosened before twisted. The bending portions71c1and71c2are moved toward the reinforcing bars S substantially at the same time when the sleeve71is moved in the forward direction denoted with the arrow A1to cut the wire W as the motor80is driven in the forward rotation direction. Thereby, the tip end-side of the wire W engaged by the center hook70C and the second side hook70R is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging position as a support point by the bending portion71c1. The sleeve71is further moved in the forward direction, so that the wire W engaged between the second side hook70R and the center hook70C is sandwiched and maintained by the bending portion71c1. Also, the terminal end-side of the wire W engaged by the center hook70C and the first side hook70L and cut by the cutting unit6A is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging point as a support point by the bending portion71c2. The sleeve71is further moved in the forward direction, so that the wire W engaged between the first side hook70L and the center hook70C is sandwiched and maintained by the bending portion71c2. After the tip end-side and the terminal end-side of the wire W are bent toward the reinforcing bars S, the motor80is further driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction. When the sleeve71is moved to a predetermined position and reaches the operation area where the wire W engaged by the wire engaging body70is twisted, the engaging of the rotation regulation blade74awith the rotation regulation claw74bis released. Thereby, as shown inFIGS.17A to17C, the motor80is further driven in the forward rotation direction, so that the sleeve71rotates in conjunction with the rotary shaft72, thereby twisting the wire W engaged by the wire engaging body70. In the binding unit7A, in the second operation area where the sleeve71rotates to twist the wire W, the wire W engaged by the wire engaging body70is twisted, so that a force of pulling forward the wire engaging body70in the axis direction of the rotary shaft72is applied. Thereby, the force of pressing the reinforcing bars S on which the wire W to be twisted is wound toward the butting part91B increases, the butting part91B intends to move backward together with the second guide plate94b, and the reinforcing bar binding machine1B moves forward toward the reinforcing bars S, as relative movement. In addition, the tension applying spring93is pushed and compressed by the second guide plate94b. Therefore, the portion of the wire W engaged by the wire engaging body70is pulled backward, and the tension is applied in the tangential directions of the reinforcing bars S, so that the wire W is pulled to closely contact the reinforcing bars S. When the wire engaging body70further rotates, the reinforcing bar binding machine1B moves in the forward direction in which a gap between the twisted portion of the wire W and the reinforcing bar S becomes smaller while receiving the force pushed backward by the tension applying spring93, thereby further twisting the wire W. Therefore, as shown inFIGS.18A to18C, the gap between the twisted portion of the wire W and the reinforcing bars S is reduced and the wire is closely contacted to the reinforcing bar S in a manner of following the reinforcing bar S. Thereby, the loosening before the wire W is twisted is removed, so that it is possible to perform the binding in the state where the wire W is closely contacted to the reinforcing bars S. When it is detected that a maximum load is applied to the motor80as a result of twisting of the wire W, the rotation of the motor80in the forward direction is stopped. Then, the motor80is driven in the reverse rotation direction, so that the rotary shaft72is reversely rotated. When the sleeve71is reversely rotated according to the reverse rotation of the rotary shaft72, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, the sleeve71is moved in the backward direction denoted with the arrow A2. When the sleeve71is moved backward, the bending portions71c1and71c2separate from the wire W and the engaged state of the wire W by the bending portions71c1and71c2is released. Also, when the sleeve71is moved backward, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved away from the center hook70C by the rotating operation about the shaft71bas a support point. The second side hook70R is also moved away from the center hook70C by the rotating operation about the shaft71bas a support point. Thereby, the wire W comes off from the wire engaging body70. <Configuration Example of Reinforcing Bar Binding Machine of Third Embodiment> FIG.19is a top sectional view of a reinforcing bar binding machine of a third embodiment. The cross section ofFIG.19is the same as the cross section taken along the line H-H ofFIG.10A. Note that, as for the reinforcing bar binding machine of the third embodiment, the same configurations as the reinforcing bar binding machine of the first and second embodiments are denoted with the same reference signs, and the detailed descriptions thereof are omitted. A reinforcing bar binding machine1C of the third embodiment includes a tension applying spring92for urging the sleeve71in the backward direction denoted with the arrow A2, a butting part91B against which the reinforcing bars S are butted and which can move in the front and rear direction denoted with the arrows A1and A2, and a tension applying spring93for urging forward the butting part91B, relatively, urging backward the reinforcing bar binding machine1C. The tension applying spring92is an example of the first tension applying part, and the butting part91B and the tension applying spring93are an example of the second tension applying part. The connection portion72bfor connecting the rotary shaft72and the decelerator81has a spring72cfor urging backward the rotary shaft72toward the decelerator81. Thereby, the rotary shaft72is configured to be movable forward away from the decelerator81while receiving a force pushed backward by the spring72c. <Example of Operation of Reinforcing Bar Binding Machine of Third Embodiment> FIG.20Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.20Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line P-P ofFIG.20A, depicting operations during feeding of the wire. FIG.21Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.21Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line Q-Q ofFIG.21A, depicting operations during engaging of the wire. FIG.22Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.22Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line R-R ofFIG.22A, depicting operations during reverse feeding of the wire. FIG.23Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.23Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line S-S ofFIG.23A, depicting operations during cutting and bending of the wire. FIG.24Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.24Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line T-T ofFIG.24A, depicting operations twisting of the wire. FIG.25Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.25Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line U-U ofFIG.25A, depicting operations during twisting of the wire. FIG.26Ais a side view of main parts of the reinforcing bar binding machine of the third embodiment, andFIG.26Bis a top sectional view of main parts of the reinforcing bar binding machine of the third embodiment taken along a line V-V ofFIG.26A, depicting operations during tension applying by twisting of the wire. Subsequently, the operation of binding the reinforcing bars S with the wire W by the reinforcing bar binding machine1C of the third embodiment is described with reference to the respective drawings. The reinforcing bar binding machine1C is in a standby state where the wire W is sandwiched between the pair of feeding gears30and the tip end of the wire W is positioned between the sandwiched position by the feeding gear30and the fixed blade part60of the cutting unit6A. Also, when the reinforcing bar binding machine1C is in the standby state, the sleeve71and the wire engaging body70the first side hook70L, the second side hook70R and the center hook70C are attached to the sleeve71move in the backward direction denoted with the arrow A2, and the first side hook70L is opened with respect to the center hook70C and the second side hook70R is opened with respect to the center hook70C. Also, when the reinforcing bar binding machine1C is in the standby state, the rotation regulation blade74aseparates from the tension applying spring92, so that the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92. When the reinforcing bars S are inserted between the curl guide50and the induction guide51A of the curl forming unit5A and the trigger12A is operated as the reinforcing bars are butted against the butting part91B, the feeding motor (not shown) is driven in the forward rotation direction, so that the wire W is fed in the forward direction denoted with the arrow F by the wire feeding unit3A, as shown inFIGS.20A and20B. In a configuration where a plurality of, for example, two wires W are fed, the two wire W are fed aligned in parallel along an axis direction of the loop Ru, which is formed by the wires W, by a wire guide (not shown). The wire W fed in the forward direction passes between the center hook70C and the first side hook70L and is then fed to the curl guide50of the curl forming unit5A. The wire W passes through the curl guide50, so that it is curled to be wound around the reinforcing bars S. The wire W curled by the curl guide50is guided to the induction guide51and is further fed in the forward direction by the wire feeding unit3A, so that the wire is guided between the center hook70C and the second side hook70R by the induction guide51. The wire W is fed until the tip end is butted against the feeding regulation part90. When the wire W is fed to a position at which the tip end is butted against the feeding regulation part90, the drive of the feeding motor (not shown) is stopped. After the feeding of the wire W in the forward direction is stopped, the motor80is driven in the forward rotation direction. In the first operation area where the wire W is engaged by the wire engaging body70, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, as shown inFIGS.21A and21B, the rotation of the motor80is converted into linear movement, so that the sleeve71is moved in the forward direction denoted with the arrow A1. When the sleeve71is moved in the forward direction, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the first side hook70L is closed with respect to the center hook70C, the wire W sandwiched between the first side hook70L and the center hook70C is engaged in such a manner that the wire can move between the first side hook70L and the center hook70C. Also, the second side hook70R is moved toward the center hook70C by the rotating operation about the shaft71bas a support point. When the second side hook70R is closed with respect to the center hook70C, the wire W sandwiched between the second side hook70R and the center hook70C is engaged is in such a manner that the wire cannot come off between the second side hook70R and the center hook70C. In the reinforcing bar binding machine1C, in the first operation area where the wire W is engaged by the wire engaging body70, the sleeve71and the wire engaging body70are not urged backward by the tension applying spring92, and the load by the tension applying spring92is not applied in an operation in which the sleeve71and the wire engaging body70move in the forward direction denoted with the arrow A1. After the sleeve71is advanced to a position at which the wire W is engaged by the closing operation of the first side hook70L and the second side hook70R, the rotation of the motor80is temporarily stopped and the feeding motor (not shown) is driven in the reverse rotation direction. Thereby, as shown inFIGS.22A and22B, the pair of feeding gears30is reversely rotated, so that the wire W sandwiched between the pair of feeding gears30is fed in the reverse direction denoted with the arrow R. Since the tip end-side of the wire W is engaged in such a manner that the wire cannot come off between the second side hook70R and the center hook70C, the wire W is wound on the reinforcing bars S by the operation of feeding the wire W in the reverse direction. After the wire W is wound on the reinforcing bars S and the drive of the feeding motor (not shown) in the reverse rotation direction is stopped, the motor80is driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction denoted with the arrow A1. As shown inFIGS.23A and23B, the forward movement of the sleeve71is transmitted to the cutting unit6A by the transmission mechanism62, so that the movable blade part61is rotated and the wire W engaged by the first side hook70L and the center hook70C is cut by the operation of the fixed blade part60and the movable blade part61. In the reinforcing bar binding machine1C, in the operation area where the sleeve71and the wire engaging body70are moved forward to cut the wire W, the rotation regulation blade74ais contacted to the tension applying spring92and the tension applying spring92is compressed between the support frame76dand the rotation regulation blade74a, so that the sleeve71and the wire engaging body70are urged backward by the tension applying spring92. When the wire W is cut, the load applied to the movable blade part61disappears. As described above, in the configuration where the binding unit7A and the cutting unit6A operate in conjunction with each other, when the load applied to the movable blade part61disappears, the force with which the movement of the sleeve71is regulated by the load applied to the movable blade part61is lowered. In contrast, according to the present embodiment, the sleeve71is urged backward by the tension applying spring92compressed between the support frame76dand the rotation regulation blade74aby the forward movement of the sleeve71. The compressed tension applying spring92is extended, so that the force of urging backward the sleeve71is stronger than the reaction force of the tension applied to the wire W as a result of the wire W being wound on the reinforcing bars S. For this reason, even when the wire W is cut, the load applied to the movable blade part61disappears and the force of regulating the movement of the sleeve71by the load applied to the movable blade part61is lowered, the forward movement of the sleeve71is suppressed. The forward movement of the sleeve71is suppressed, so that the force of pulling backward the wire W engaged by the wire engaging body70is suppressed from being lowered. Thereby, the wire W wound on the reinforcing bars S by the operation of feeding the wire W in the reverse direction is suppressed from being loosened before the wire is twisted. Note that, the spring72cmay be configured as the tension applying part by setting the force of urging backward the rotary shaft72, which is connected to the decelerator81to be axially movable, by the spring72cstronger than the reaction force of the tension that is applied to the wire W as the wire is wound on the reinforcing bars S. The bending portions71c1and71c2are moved toward the reinforcing bars S substantially at the same time when the sleeve71is moved in the forward direction denoted with the arrow A1to cut the wire W as the motor80is driven in the forward rotation direction. Thereby, the tip end-side of the wire W engaged by the center hook70C and the second side hook70R is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging position as a support point by the bending portion71c1. The sleeve71is further moved in the forward direction, so that the wire W engaged between the second side hook70R and the center hook70C is sandwiched and maintained by the bending portion71c1. Also, the terminal end-side of the wire W engaged by the center hook70C and the first side hook70L and cut by the cutting unit6A is pressed toward the reinforcing bars S and bent toward the reinforcing bars S at the engaging point as a support point by the bending portion71c2. The sleeve71is further moved in the forward direction, so that the wire W engaged between the first side hook70L and the center hook70C is sandwiched and maintained by the bending portion71c2. After the tip end-side and the terminal end-side of the wire W are bent toward the reinforcing bars S, the motor80is further driven in the forward rotation direction, so that the sleeve71is further moved in the forward direction. When the sleeve71is moved to a predetermined position and reaches the operation area where the wire W engaged by the wire engaging body70is twisted, the engaging of the rotation regulation blade74awith the rotation regulation claw74bis released. Thereby, as shown inFIGS.24A and24B, the motor80is further driven in the forward rotation direction, so that the sleeve71rotates in conjunction with the rotary shaft72, thereby twisting the wire W engaged by the wire engaging body70. In the binding unit7A, in the second operation area where the sleeve71rotates to twist the wire W, the wire W engaged by the wire engaging body70is twisted, so that a force of pulling forward the wire engaging body70in the axis direction of the rotary shaft72is applied. In the meantime, the sleeve71is moved forward up to a position at which it can rotate, so that the tension applying spring92is further compressed and the sleeve71receives the force pushed backward by the tension applying spring92. Thereby, when a force for moving forward in the axis direction is applied to the wire engaging body70, the wire engaging body70and the rotary shaft72are moved forward while the sleeve71receives the force pushed backward by the tension applying spring92and the rotary shaft72receives the force pushed backward by the spring72c, thereby twisting the wire W while moving forward, as shown inFIGS.25A,25B and8C. Therefore, the portion of the wire W engaged by the wire engaging body70is pulled backward, and the tension is applied in the tangential directions of the reinforcing bars S, so that the wire W is pulled to closely contact the reinforcing bars S. In the binding unit7A, in the second operation area where the sleeve71rotates to twist the wire W, when the wire engaging body70further rotates in conjunction with the rotary shaft72, the wire engaging body70and the rotary shaft72move in the forward direction in which a gap between the twisted portion of the wire W and the reinforcing bar S becomes smaller, thereby further twisting the wire W. In the second operation area where the wire W is twisted, the urging forces of the tension applying spring92and the spring72cand the like are set so that the tension applied to the wire W as the portion engaged by the wire engaging body70is pulled backward is equal to or larger than 10% and equal to or smaller than 50% with respect to the maximum tensile load of the wire W. When the tension applied to the wire W is equal to or larger than 10% and equal to or smaller than 50% with respect to the maximum tensile load of the wire W, the loosening due to an extra part of the wire can be removed, the wire W can be closely contacted to the reinforcing bars S, and the wire W can be prevented from being carelessly cut. In addition, it is possible to suppress the unnecessarily high outputs of the motor80and the feeding motor (not shown). Therefore, it is possible to suppress increases in the size of the motor and the size of the entire device so as to make the device sturdy, which leads to improvement on a handling property as a product. In the meantime, the force of pressing the reinforcing bars S on which the wire W to be twisted is wound toward the butting part91B increases, the butting part91B intends to move backward together with the second guide plate94b, and the reinforcing bar binding machine1B move in the forward direction in which a gap between the twisted portion of the wire W and the reinforcing bar S becomes smaller, as relative movement, thereby further twisting the wire W, while receiving a force pushed backward by the tension applying spring93. Therefore, as shown inFIGS.26A,26B and9C, the wire W is twisted as the wire engaging body70and the rotary shaft72are moved forward with receiving the forces pushed backward by the tension applying spring92and the spring72c. Also, the wire W is twisted as the reinforcing bar binding machine1B is moved forward with receiving the force pushed backward by the tension applying spring93. Therefore, the gap between the twisted portion of the wire W and the reinforcing bars S is reduced and the wire is closely contacted to the reinforcing bar S in a manner of following the reinforcing bar S. Thereby, the loosening before the wire W is twisted is removed, so that it is possible to perform the binding in the state where the wire W is closely contacted to the reinforcing bars S. When it is detected that a maximum load is applied to the motor80as a result of twisting of the wire W, the rotation of the motor80in the forward direction is stopped. Then, the motor80is driven in the reverse rotation direction, so that the rotary shaft72is reversely rotated. When the sleeve71is reversely rotated according to the reverse rotation of the rotary shaft72, the rotation regulation blade74ais engaged to the rotation regulation claw74b, so that the rotation of the sleeve71in conjunction with the rotation of the rotary shaft72is regulated. Thereby, the sleeve71is moved in the backward direction denoted with the arrow A2. When the sleeve71is moved backward, the bending portions71c1and71c2separate from the wire W and the engaged state of the wire W by the bending portions71c1and71c2is released. Also, when the sleeve71is moved backward, the opening/closing pin71apasses through the opening/closing guide holes73. Thereby, the first side hook70L is moved away from the center hook70C by the rotating operation about the shaft71bas a support point. The second side hook70R is also moved away from the center hook70C by the rotating operation about the shaft71bas a support point. Thereby, the wire W comes off from the wire engaging body70. | 83,709 |
11858671 | DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENTS Turning now to the drawings,FIGS.1-3are illustrative of a known flexible containment pouch100formed by joinder of two polymeric films.FIG.4is illustrative of a conventional mold configuration120for producing the pouch ofFIGS.1-3. The films could be water soluble polyvinyl alcohol, though other films could be used. The films used are “soft” and form “soft” blisters once thermoformed from PVA, polyethylene, or other suitable polymeric film. For such soft types of film, this disclosure provides the means to form pouches with sharp corner profiles, without undo thinning of the film that could compromise strength of the pouch film, possibly causing leakage. Typical film thicknesses for soft blister pouches are 0.001 inch″ (inch) to 0.004″ (inch) thick. The formed stock, sometimes called the base film is typically around 0.003″ (inch) thick and the lid stock or lid film is typically thinner, usually around 0.002″ (inch) thick, though these thicknesses not requisite for the principles of this disclosure. It should be understood that the pouch and apparatus ofFIGS.1-5are merely exemplary of known technology and are not limiting of the disclosure. Referring toFIGS.1-3, pouch100includes a base film102and a lid film104joined along a sealed interface106. It defines a hollow interior volume containing a product component110, in this illustration, a liquid composition. The pouch100is generally rectangular with a hollow volume defined by a sealed perimeter seal seam111. Perimeter seal seam111includes, generally, straight perimeter side seal seam portions112joined by corner seal seam portions114defined by a generous radius, for example, ⅜″ (inch). FIG.5is a schematic representation of a rotary pouch forming apparatus or system suitable for forming a plurality of the pouches100depicted inFIGS.1-3, pouches200depicted inFIGS.8-10, or pouches depicted inFIG.14,15or16-18, all as discussed further below. The pouch forming apparatus is generally similar to that disclosed in aforementioned U.S. Pat. No. 3,218,776. Pouches100could, however, also be produced on a moveable platen, or other suitable machine. A base forming drum119includes multiple rows of mold configurations120to produce multiple pouches simultaneously. Typically, the rotary drum119is formed of a plurality of long bars121supported on a wheel and defining an outer smooth film support surface122. Each bar121includes multiple mold configurations120, one of which is seen inFIG.4, extending inward of the drum from smooth film support surface122along a perimeter edge126. “Mold configuration” referred to herein, is a configuration of surfaces forming a void or cavity to receive the vacuum formed base stock film. In this disclosure, for ease of description, the term “inward” means from the drum smooth film support surface122toward a bottom surface of the cavity of a mold configuration. “Outward” means in the opposite direction. “Laterally” means along the smooth film support surface122, away from the perimeter edge of a mold configuration in that surface. Also, in reference to the film or web, “longitudinally” means along the length of the web material. “Transversely” means across the web or film from edge-to-edge. The pouch forming apparatus additionally includes a vacuum system130, a heater system140, a product feed mechanism150, a wetting system160, a sealing system170, a cutting system180, and rolls of material that supply base film102, and lid film104. Vacuum system indicated generally at131inFIG.5, includes conduits132, operatively connected to each mold configuration120to create a vacuum to draw a portion of the base film102into the mold cavities to form pockets108, seen inFIG.3, in base film102. Such a vacuum system is well known in the art. A drive system (not shown) is operatively connected to the base forming drum119to rotate the drum continuously in direction “A.” The heater system140is depicted as a rotatable base film heater roller142positioned adjacent the base forming drum119. It includes an internal element to heat the base film102prior to it contacting the smooth film support surface122of base forming drum119or being drawn into mold configurations120to form pockets108. The heater system140may be configured as a cartridge-type heater within the base film heater roller142but other types of heaters, either internal or external to a roller, may be used if desired. In a typical method of thermoforming, for example, PVA or similar film, on a rotary drum form fill and seal pouch machine, the film is heated to a range of 140° F. to 400° F. depending on film thickness, type of film and other well-known operational parameters. A product feed mechanism150is positioned generally adjacent the base forming drum119to supply one or more product components into each pocket108as the pockets, together with base film102, move along with the outer smooth film support surface122. Product feed mechanisms150are well known in the art and may take any known form. Such mechanisms may be configured to feed any desired type of composition, number or combination of individual products and/or materials including a liquid, a gel, a solid, a powder, a paste or wax-type products, pills, tablets, or even other pouched products. A supply roll of continuous film material provides the lid film104. The lid film104is aligned with the base film102so as to come into overlying contact with the base film102after the filling of the pockets108in the base film. The illustrated lid wetting system160helps create a strong seal between the base film and lid film. It is positioned adjacent the lid film104at a position upstream of where the lid film104seals the base film102at the base forming drum119. The lid wetting system160may apply a solvent to the lid film104to increase its tackiness to assist in adhering the lid film104to the base film102. To do so, the solvent may be provided through a wetting reservoir162to a wetting roller163that engages the lid film104. In instances where the base film102and lid film104are formed of a polyvinyl alcohol material, the solvent for the lid wetting system160may be water. A sealing system170having a sealing roller172is positioned in close contacting relation to the smooth film support surface122of base forming drum119. Lid film104passes around sealing roller172and is urged into sealing contact with base film102to urge the contacting surfaces of base film102and lid film104into adhering, sealed relation. In this regard, the sealing roller172is mounted such that it applies pressure to the overlying films to perfect the sealing relationship. Sealing roller172may include an outer layer173formed of material that is deformable, such as a rubber or similar material, though this is not essential. Typically, this material has a thickness of about one-half inch (½″) and a durometer of about 60, though these values may vary. The material, and the pressure exerted on the overlying films, assures affective contact of base film102and lid film104along the sealed interface106. Of course, depending on the film material, it is also known to use heat, for example, ultrasonic welding or other similar process to seal the lid film and base film together to form a completed pouch. A cutting system180may be positioned after, or downstream from the location at which the base film102and the lid film104are secured together. Cutting system180includes a series of transversely spaced apart slitting knives181that engage the combined films102and104to slit the films in a longitudinal direction along the outer surface of base forming drum119to create a plurality of longitudinal strips that each include a plurality of pouches100. A rotary knife182may be positioned after, or downstream from the slitting knife180. Referring toFIG.5, in operation, a base film102such as a polyvinyl alcohol film is fed from its supply roll and passes around rotatable base heater roller142and is heated to a temperature sufficient to allow thermoforming. In one example, the temperature may be approximately 160° F. but other temperatures may be utilized depending upon the material of the base film102, its thickness, and other manufacturing characteristics. The heated base film102is routed over the smooth film support surface122of long bars121of base forming drum119. A vacuum applied to each mold configuration120deforms or stretches the base film102and pulls a portion of the heated film102into the mold cavity of each mold configuration to form base pockets108of the pouches100. Pockets108define a fill volume to receive the product component. As the base forming drum119is rotated and the base film advanced, the product feed mechanism150operates to fill each base pocket108to a desired level with one or more product components such as a liquid, a gel, or powdered detergent or other material. Traditionally, the size of the fill volume defined by the base pocket exceeds the volume of the delivered product component by about ten (10) percent. As the pockets108in the base film102are being formed and filled, the lid film104is fed from its supply roll and passes around lid film sealing roller172. The lid film104is wetted by the lid wetting system160. In doing so, water or another solvent may be applied to the lid film104and the film becomes sufficiently tacky to ensure securing the lid film104to the base film102along the overlying portions of the film to form sealed interface106. The film sealing roller172applies pressure and forces the base film102and the lid film104into contact with sufficient pressure to cause the two films to bond together at the seal interface106and seal the pockets110and form the pouches100. The lid film104, positioned in overlying relation to the base film102containing base pockets108filled with a desired composition or product. The lid film104is forcibly engaged with the base film102by sealing roller172acting against smooth surface122surrounding each mold configuration120to seal the films together along perimeter seal seam111and form completed containment pouches100. The films adhere to each other in areas where they are in contact at seal interface106. Consequently, the perimeter seal seam111of the sealed pouch replicates the shape of the perimeter edge126of mold configuration120. The combined base film102and lid film104continues to advance around the base forming drum119until reaching the cutting system180. Slitting knives181and rotary knife182cut the combined films into the individual pouches100, having a surrounding rectangular flange118. The individual pouches100are discharged onto conveyor190for further processing. FIG.3illustrates the shape of pouch100ofFIGS.1and2after filling with product and sealing of base pocket108with lid film104, but before it is removed from the mold cavity120. As is well known, after release of the completed pouch from the mold cavity, internal pressure and the memory of the formed film causes it to try to return to its unstretched state and the pouch assumes the bulbous or “blister” shape seen inFIG.2. FIG.4illustrates a single mold configuration120that defines a mold cavity to form pocket108of base film102. The mold configuration illustrated inFIG.4is approximately 1⅞ inches long (transversely), 1⅜ inches wide (longitudinally) and ⅝ inches deep. As explained, multiples of such mold configurations120are formed into the smooth film support surface122defined by long bars121of base forming drum119. In this way multiple pouches are formed simultaneously. Mold configuration120is generally rectangular to produce the pouch100ofFIGS.1-3. Of course, the shape is merely illustrative. Numerous other pouch shapes are known, and produced. The mold configuration120defines a void or cavity extending inward from a perimeter edge126at smooth film support surface122of the base forming drum119. The maximum depth of the cavity is defined by a bottom wall surface128. Bottom wall surface128includes a number of vacuum ports133in communication with conduits132to create the vacuum or negative pressure within the mold configuration120. The illustrated mold configuration120includes four straight side wall surfaces124joined by curved transition wall surfaces125extending to bottom wall surface128from perimeter edge126. The side wall surfaces124and transition wall surfaces125extend inward of perimeter edge126perpendicular to, or at a slight relief angle to, smooth film support surface122. The perimeter edge126is comprised of side edge portions126S and transition edge portion126T. The perimeter edge side edge portions126S represent the intersection of side wall surfaces124with smooth film support surface122and, in this conventional mold configuration, the perimeter edge transition edge portions126T represent the intersection of transition wall surfaces125with smooth film support surface122. The transition wall surfaces125are typically formed on a relatively large radius, about ⅜ inch or more. The side wall surfaces124and transition wall surfaces125join bottom wall surface128at a radius fillet129, generally about ⅜ inch, to define a fill volume for base pocket108sufficient to receive product component110. Referring toFIG.1, perimeter seal seam111of pouch100includes side seal seam portions112and corner seal seam portions114having a radius defined by the shape of transition edge portion126T. The pouch shape thus replicates the relatively large radii of transition wall surfaces125of mold configuration120at transition edge portions126T. InFIG.11, the imaginary lines “ST” indicate the demarcation between side wall surfaces124and transition wall surfaces125and, coincidentally, side edge portions126S and transition edge portions126T of perimeter edge126. At lines ST, transition wall surfaces125tangentially merge with side wall surfaces124. It is, of course, understood that this marking is for ease of understanding and that perimeter edge126is continuous and represents the perimeter definition of mold configuration120at smooth film support surface122. The films102and104form a sealed interface106that extends laterally from perimeter seam111of each completed pouch100. That is, no adherence between films occurs over the void area where film104overlies base film102over pocket108represented by the cavity of mold configuration120within perimeter edge126. Pouches formed of polymeric material such as polyvinyl alcohol are prone to shrinkage and distortion after forming, filling and sealing. When located in mold cavity120, the applied vacuum through ports133retains the shape illustrated inFIG.3. Once released, however, the pouch base pocket108shrinks to a smaller volume, sometimes up to twenty or more percent (20%) smaller. Because the pouch100is sealed, the shrinkage is accommodated with stretching of lid film104to form the shape shown inFIG.2. Often lid film104is a thinner material than base film102to augment the expansion characteristic of lid film. In the thermoforming process, the film102is drawn into the mold cavity of the mold configuration. The film in the center of the pouch form is drawn down into contact with the bottom wall surface128of the mold configuration120. When the film contacts bottom surface128, heat dissipates and the film essentially ceases to stretch further. After the first contact of the film to the bottom wall surface128of the mold cavity, the film continues to be drawn into contact with the other surfaces of the mold configuration. Only the film that has not yet contacted the bottom surface of the mold configuration120continues to stretch spreading out over the bottom surface128until it is in contact with the entire cavity defining surfaces, including side wall surfaces124and transition wall surfaces125. The film that contacts the mold configuration last is the film that has been stretched the most and is the thinnest film. It is the film at the radius fillet129overlying the junction of the bottom wall surface128of the mold cavity with the four side wall surfaces124and the four transition wall surfaces125as illustrated inFIG.4. The shape of the mold configuration120, particularly the transition edge portions126T of perimeter edge126and the relatively large radius of transition wall surfaces125, is intended to provide for uniform deformation or stretch of the base film102during vacuum forming. Optimally, film stretch is maintained within the established guidelines of no greater than two times the pre-stretched area of film overlying the mold configuration cavity. Excessive stretching or thinning of the deformed film that causes weak areas in the formed pouch, which could result in failure and/or leakage is avoided. All of the above-described machinery and processing steps are well known in the art. The purpose here was to explain the limitations inherent in manufacturing that have heretofore dictated the shape of the formed pouches. It has, and continues to be necessary, to avoid undue stretching or thinning of the polymeric films as it is processed. Mold configurations, such as mold configuration120ofFIG.4, require relatively large radii along perimeter edge126to form the transition between film support surface122and the mold cavity defined by side wall surfaces124and transition wall surfaces125to control film deformation or stretch during forming. The remainder of this description is directed to the concepts of this disclosure, which overcome the above-described limitations as well as obviating the need for long tapering transitions with low volume capacity. In accordance with this disclosure, pouches can be formed with sharp definition, i.e., sharp corner profiles, without sacrifice of strength of the film, or integrity of the formed pouches. Moreover, it is contemplated that the approach of this disclosure greatly simplifies the design and manufacture of mold configurations to create sharply defined shapes for polymeric pouches formed by vacuum forming. Application of the principles of this disclosure provides the capability to form flexible, sealed pouches of consumable product configured to present a sharp corner profile. The term “sharp corner profile” is used here with reference to the shape of the mold configuration perimeter edge, and the shape of the resultant pouch seal seam. A sharp corner profile is defined by lines or surfaces, generally straight or slightly curved, that meet at an intersection or vertex to form an angle. The principles disclosed herein are considered beneficial to corner profiles having a radius as large as about 7 mm (0.28″). In employing such principles, corner profiles having a radius as small as about 1 mm (0.004″) can be achieved. Accordingly, the term sharp corner profile is intended to embrace this entire spectrum. As will be described below, there may be more than four sharp corner profiles defined by a mold configuration perimeter edge or the seal seam of a resultant pouch. An exemplary flexible product containing pouch with sharp corner profiles, designated200, is illustrated inFIGS.8-10. It is but one such pouch embodiment. The specific shape is not a limitation on application of these principles. Numerous and varied shapes and configurations of pouches may be created which embody the concepts disclosed. Pouch200includes a base film202defining base pocket208and a lid film204joined along a seal interface206, forming surrounding flange218. It includes a hollow interior volume defined by perimeter seal seam211containing a product component210, in this illustration, a liquid. Of course, any other desired product component is suitable to the pouch produced in accordance herewith. The perimeter seal seam211includes generally straight perimeter side seal seam portions212joined by corner seal seam portions214that, in accordance with this disclosure, define a sharp corner profile. FIGS.6and7illustrate a mold configuration220for producing the pouch200ofFIGS.8-10. Mold configuration220defines a mold cavity extending inward from smooth film support surface222of a long bar221, multiples of which form a base forming drum similar to the drum119ofFIG.5. The mold cavity of mold configuration220extends inward of smooth film support surface222from perimeter edge226. It includes four side wall surfaces224joined by four transition wall surfaces225that extend to a bottom wall surface228at a generous radius fillet229, about ⅜ inches. The bottom wall surface228includes a number of vacuum ports233in communication with conduits within the rotary drum to create a vacuum or negative pressure within the mold configuration220. In general, these features of the mold configuration parallel the mold configuration120of known design, seen inFIG.4. In accordance with this disclosure and as seen inFIG.6, the perimeter edge226of the mold configuration differs significantly from perimeter edge126of the conventional mold configuration120illustrated inFIG.4. Here, perimeter edge226includes side edge portions226S joined by sharp corner edge portions226C. Sharp corner edge portions226C are defined by the intersection of inward edge surfaces227with smooth film support surface222. Inward edge surfaces227are disposed in a sharp corner profile and extend inward from perimeter edge226of the mold cavity perpendicular, or at a slight relief angle, to smooth film support surface222to plateau surfaces230. In this regard, inward edge surfaces227, at perimeter edge226of mold configuration222define lines (sharp corner edge portions226C) that are generally straight and meet at an intersection or vertex to form an angle within the sharp corner profile definition previously set forth. It should be understood that the inward edge surfaces227need not be perpendicular to smooth film support surface222. It is only necessary that the inward depressions to plateau surfaces230be such that during deformation of the base film, no excessive or uneven stretching or thinning occur. In particular reference toFIGS.6and7, the plateau surfaces230present relieved areas in each corner of the mold configuration220, adjacent sharp corner perimeter edge portions226C, but spaced inwardly from the smooth film support surface222. The inward spacing of the plateau surfaces230relative to the smooth film support surface222of the drum, represents the inward length of inward edge surfaces227. The inward spacing of the plateau surfaces230relative to the smooth film support surface222forming relieved areas is limited to permit the base film at those areas to be deformed or stretched only a relatively small amount below or inward from the smooth film support surface222during vacuum forming of the base film into the cavity of the mold configuration220. This minimal stretching or deformation ensures the integrity of the base film202, even though that stretching or deformation occurs in a sharp corner profile represented by sharp corner edge portions226C. Importantly, the inward length of inward edge surfaces227should also be adequate to ensure that the lid film204and base film202do not adhere together in the areas overlying the plateau surfaces230. It, for example, may be approximately 2 mm (0.08″). In general, the plateau surfaces230at the four corners of the mold configuration220may be from 1 to 6 mm (0.04 to 0.24″) inward or below the smooth surface film support surface222. The plateau surfaces230need not be planar or parallel to the smooth film support surface222of the drum or to each other. They could be formed, for example, at an angle extending inwardly from the inward edge surfaces227. It is only necessary that the plateau surfaces230be spaced inward of the smooth film support surface222so as to ensure minimal deformation or stretching of base film in these locations during vacuum forming and also provide sufficient spacing between base film202and lid film204during pouch closure such that the lid film204does not adhere to the base film202at these locations. As best seen inFIG.6, mold configuration220includes, as in the instance of mold configuration120ofFIG.4, curved transition wall surfaces225that join generally straight side wall surfaces224. However, in this embodiment, transition wall surfaces225define transition edge portions226T at the juncture of transition wall surfaces225with plateau surfaces230. The mold configuration220side wall surfaces224and transition wall surfaces225, along with bottom wall surface228and radius fillet229, define a fill volume for base pocket208to receive the product component. Hence, this fill volume is inward of plateau surfaces230, though that is not essential. As in the conventional mold configuration120ofFIG.4, the fill volume may exceed the volume of the product component210by about ten percent (10%). Notably, the configuration of the side wall surfaces224, transition wall surfaces225bottom wall surface228and radius fillet229represent a mold cavity configuration designed to ensure proper film stretch or deformation in accordance with conventional forming principles. InFIG.12, the imaginary lines “ST” indicate the demarcation between side edge portions226S and sharp corner edge portions226C of perimeter edge226of mold configuration220, seen inFIG.6. Also, at lines ST, curved transition wall surfaces225tangentially merge with side wall portions224. Notably, each inward edge surface227extends along perimeter edge226from the corner intersection (vertex) with its associated inward edge surface227to the transition between associated side wall surfaces224and transition wall surfaces225. As seen inFIG.12, inward edge surfaces227merge or seamlessly blend into side wall surfaces224at imaginary lines ST. Perimeter edge226is continuous and represents the perimeter definition of mold configuration220, in accordance with this disclosure. As in the known mold configuration ofFIG.4, the perimeter edge226of the mold configuration220ofFIGS.6and7, defines the shape of the formed pouch. As in the known pouch ofFIGS.1-3, the perimeter edge226of the mold configuration220ofFIG.4defines the perimeter seal seam211between the base film202and lid film204on formation of a completed pouch200. Since the perimeter edge226sharp corner edge portions226T present a sharp corner profile, the resultant pouch200presents that same shape, as illustrated inFIG.8. In accordance with the disclosure, the pouch forming mold configuration220in the base film smooth support surface222has a generally rectangular perimeter edge226. That is, as seen inFIG.6, all corners of the mold configuration220are formed with sharp corner profiles. These corner profiles are defined by the intersection of the inward edge surfaces227defining the mold cavity and the smooth film support surface222of the drum surrounding the mold cavity. Here, straight lines defined by inward edge surfaces227intersect at a vertex and define corners having an angle of 90° (degrees). This angle is not, however, essential. The lines defining the sharp corner profile may intersect at angles greater, or smaller, than 90°, as illustrated in further embodiments described below and shown inFIGS.15-18. Manufacture of pouches such as illustrated inFIGS.8-10, proceeds as in the manufacture of pouches illustrated inFIGS.1-3. However, the rotary drum or platen of the form, fill and seal machine is provided with mold configurations220as illustrated inFIGS.6and7. When the base film is drawn into the mold cavity of a mold configuration220and forms base pocket208illustrated inFIG.10, the base film overlying the relieved areas at plateau surfaces230is drawn inward and below the smooth film support222surface of the drum only to a level of plateau surfaces230. This depth is shallow enough to prevent any excessive stretching or thinning of the film in this area. While not considered essential to the process, the plateau surfaces230may also have vacuum ports235to ensure contact of base film with these surfaces. This option is illustrated inFIG.6. The balance of the base pocket208is drawn into the mold cavity defined by side wall surfaces224, transition wall surfaces225, radius fillet229and bottom wall surface228in accordance with known methods. The base film remains at an adequate thickness to form a functional base pocket208defining a fill volume that is adequately sized, durable and does not leak from over-stretching of the film. On filling, the formed base film pocket shape receives about 90% of its capacity. As depicted inFIG.10, the consumable product material may reside only in the fill volume of the pocket defined by side wall surfaces224, transition wall surfaces225, the bottom wall surface228and radius fillet229, but not the plateau surfaces230, though this is not essential. That is, some amount of the product component210may initially be disposed on film202at plateau surfaces230. Importantly, the film in the relieved areas overlying plateau surfaces230is below the smooth film support surface222of the drum. On completion of a pouch, the base film202and lid film204are not adhered together in the relieved areas. When the pouch200is filled and sealed with an overlying lid film204, the pouch206will take on the shape dictated by the cavity perimeter edge226at the surface222of the mold configuration220. Pouch200will thus present sharp corner profiles defined by perimeter edge226. In this regard, the seal seam211sharp corner seal seam portions214form right angles (90°). Imaginary indicator lines designated I, are shown inFIG.8to indicate the demarcation of sharp corner seal seam portions214. As previously explained with regard to the pouch100ofFIGS.1-3, on release from the mold configuration, the pouch conforms to the shape illustrated inFIG.9as a result of the well-known shrinkage of the base film and complementary stretch or expansion of the lid film. The films202and204used to produce pouches200may be similar in composition and thickness to those used to produce pouches100. The result of the above-described modification to the mold configuration220ofFIGS.6and7as compared to the mold configuration120ofFIG.4, is evidenced by comparison of the pouch100ofFIGS.1-3and the pouch200ofFIGS.8-10. Importantly, the perimeter seam seal211between the base film202and lid film204defines sharp corner profiles. This shape derives from the spacing or separation between the films where they overlie the plateau surfaces230during the compression pressured sealing of the films. The films do not contact each other sufficiently to adhere at the portions of the pouch films overlying the plateau surfaces230. Consequently, the films form additional internal pouch volume, extending to the perimeter seal seam211. The embodiment ofFIGS.6-10illustrates a mold configuration and pouch with four corners presenting sharp corner profiles. The embodiments ofFIGS.13,15and16-19are illustrative of mold configurations and pouches with numerous sharp corner profiles, each with sharp definition. FIG.14illustrates a star shaped pouch500formed using conventional mold configuration principles, that is, without sharp corner profiles formed in the perimeter edge of the mold configuration. The pouch consequently has a perimeter seal seam511with rounded corners503that replicate the perimeter edge of the mold configuration used to produce the pouch. FIG.13illustrates a mold configuration320, in accordance with the disclosure, for making a star-shaped pouch300having sharp corner profiles as seen inFIG.15. Pouch300has a base film formed by vacuum forming into a base pocket to which is sealed a lid film304to form flange318of adhered films. The pouch configuration is defined by perimeter seal seam311and contains a product component310. It includes multiple star point shaped facets317defined by sharp corner profiles. Perimeter seal seam311includes corner seal seam portions314A and314B, respectively, defining acute and obtuse angles (as viewed from within pouch300) all presenting sharp corner profiles. Indicator lines perpendicular to seal seam311(designated I) are present inFIG.15to show the demarcation between these elements of the seal seam. Each associated pair of corner seal seam portions314A meet at an intersection or vertex defining an acute angle. These corner seal seam portions form the points of the star shaped pouch300. Similarly, each associated pair of corner seal seam portions314B meet at an intersection or vertex to form an obtuse angle at the base of each star point facet. The slightly convex seal seam portion314A and slightly convex seal seam portion314B tangentially merge into each other midway between the sharp corner profiles (at imaginary lines I) to define the complete perimeter seal seam311. These slightly curved lines, some convex (314A), some concave (314B) when viewed from inside pouch300are intended to improve the aesthetic qualities of pouch300. The mold configuration illustrated inFIG.13, defines a mold cavity extending inward from a smooth film support surface322of a rotary drum or movable platen. It includes transition wall surfaces325, joined to a bottom surface328by a relatively generous radius fillet329, illustrated as about ⅜ inch. These surfaces define a fill volume to receive the pouch product content. This structure of mold configuration320is consistent with conventional mold configuration practices to avoid undesirable stretching or thinning of the pouch film during forming. Mold configuration320extends inwardly of smooth film support surface322from perimeter edge326, which includes a plurality of sharp corner profiles defined by corner edge portions326A and326B. The demarcation between edge portions326A and326B is identified inFIG.13by imaginary lines designated I. Sharp corner edge portions326A and326B are defined by the intersection of inward edge surfaces327with smooth film support surface322. These edge portions extend inwardly perpendicular to smooth film support surface322to plateau surface330. They define sharp corner edge portions326A, which meet at an intersection or vertex to form an acute angle. They also define sharp corner edge portions326B, which meet at an intersection or vertex to form an obtuse angle. Both these angles are within the sharp corner profile definition previously set forth. As illustrated in connection with the mold configuration illustrated inFIGS.6and7, sharp corner edge portions326A and326B are formed by inward edge surfaces327. Inward edge portions327extend between perimeter edge326at smooth film support surface322and plateau surfaces330, which are disposed inward of film support surface322only an amount sufficient to avoid adherence of the lid film304and base film on closure of the pouch. The mold configuration320includes relieved areas at plateau surfaces330associated with each sharp corner profile to reduce film stretching and stress on the film during forming. Notably, in this embodiment, the plateau surface330at each sharp corner profile merges with the plateau surface of adjacent sharp corner profiles thereby forming a continuous plateau surface330coextensive with the perimeter edge326. The plateau surface330meets the smooth radius transition wall surfaces325of the mold configuration320at transition edge portions326T (seeFIG.13). Plateau surface330is only spaced from the smooth film support surface322an amount sufficient to permit deformation of the base film inward of the mold cavity within the accepted guidelines of film deformation. Such spacing may usually be from about 1.0 mm (0.04″) to about 6 mm (0.24″) depending on film thickness, pouch size and other factors. Moreover, on application of the lid film, which for PVA films normally has been wetted or otherwise made “sticky,” the resultant spacing between films avoids contact in the relieved areas associated with the plateau surfaces330. The perimeter edge326at the smooth film support surface322defines the perimeter seam of the two films creating a pouch with sharp corner profiles as illustrated inFIG.15. This sharp corner profile pouch represents a striking enhancement over a star shaped pouch as illustrated inFIG.14. There, because the rounded transition wall surfaces of the mold configuration extend to the perimeter edge, the star pouch perimeter seal seam511is also rounded. It is also important to note that a mold configuration with sharp corner profiles but without plateau surfaces330disposed inward of the perimeter edges326to limit film stretch at those areas would result in excessive stretching or thinning of the base film in the sharp corners and lead to tears and/or leakage. This consequence is avoided by the principles of this disclosure. It is contemplated that as disclosed herein, a wide variety of desired pouch shapes can be created employing relieved areas adjacent the perimeter edge of a mold configuration with sharp corner profiles. That is, the shape of the perimeter edge for a mold configuration may include sharp corner profiles, so long as there is also provided a plateau surface associated with the sharp corner profiles that; 1) limits deformation or stretch of the base film on application of vacuum to draw it into the mold cavity and 2) is sufficiently spaced from the smooth film support surface of the base forming drum to avoid adherence between the base film and lid film at these locations. Such relieved areas are accomplished by providing inward edge surfaces that extend to plateau surfaces within a cavity defined by a mold configuration, as described. The plateau surfaces adjoin a central product fill volume or cavity defined by a bottom wall surface328with a radius fillet329to large radius transition wall surfaces325, within which the base film is formed to conventional stretch guidelines. The fill volume or cavity has sufficient capacity to receive the desired quantity of product component to be packaged. The relieved areas at the plateaus provide spacing between the base film and lid film to ensure minimal stretch during forming and insufficient contact in those areas to prevent adherence between the films on sealing of the pouches being formed. A further example of the versatility of the principles disclosed herein is illustrated by the mold configuration and resultant pouch ofFIGS.16-19. In accordance with the disclosure, a multi-chamber pouch400having sharp corner profiles is shown inFIGS.16-18. The mold configuration for creating pouch400is shown inFIG.19. Pouch400has a base film402formed by vacuum forming into a base pocket408to which is sealed a lid film404to form flange418. It has multiple chambers, separated along a central web403best seen inFIG.17. Base film402and lid film404are adhered together at central divider403as in flange418. The pouch shape is defined by perimeter seal seam411about each chamber defining sharp corner profiles and contains a product component410within the formed pouch chambers. Perimeter seal seam411includes corner seal seam portions414A and414B, formed of slightly curved lines, respectively, defining acute and obtuse angles (as viewed from within pouch400) all presenting sharp corner profiles. Imaginary indicator lines (designated I) perpendicular to seal seam411are seen inFIG.17, that show the demarcation between these elements of the seal seam. Of course, corner seal seam portions414A and414B could be formed by straight lines. Corner seal seam portions414A and414B merge together at imaginary indicator lines I. In this embodiment, each associated pair of corner seal seam portions414A or414B meet at an intersection or vertex to form an angle. The combined corner portions414A and414B of seal seam411present the multiple chamber pouch configuration with multiple sharp corner profiles. Mold configuration420ofFIG.19is illustrative of plateau surfaces, designated430, disposed inward of smooth film support surface422, defining relieved areas employed in a multi-chamber mold configuration. Mold configuration420defines separate voids or cavities420A and420B extending from a perimeter edge426at smooth outer film support surface422of a long bar419, as explained, a part of a base forming drum such as seen inFIG.5. In this instance, the mold configuration includes a central divider422C defined by smooth film support surface422of base forming drum long bar419. This divider could be formed with straight line edges as has been the case in prior multi-chamber pouches, or it could be scalloped or some other desired shape. Each separate chamber420A and420B of mold cavity of mold configuration420extends inward of smooth film support surface422. It includes side wall surfaces424joined by transition wall surfaces425that extend to a bottom wall surface428at a generous radius fillet429, about ⅜ inches. The bottom wall surface428includes a number of vacuum ports433in communication with conduits within the rotary drum to create a vacuum or negative pressure within the mold configuration420. In general, these features of the mold configuration parallel the mold configuration120of known design, seen inFIG.4. As in the embodiment of the mold configuration220ofFIGS.6and7, and the mold configuration320ofFIG.11, the perimeter edge426of mold configuration420defines the perimeter seal seam411joining the base film402and lid film404to complete a multi-chamber pouch400. Here, the multiple compartments of a single pouch400are created by adherence of the lid and base films along central divider422C. Chambers420A and420B of mold configuration420extend inwardly of smooth film support surface422from perimeter edge426, which includes a plurality of sharp edge profiles defined by corner edge portions indicated generally as426A and426B inFIG.19. Sharp corner edge portions426A and426B are defined by the intersection of inward edge surfaces427with smooth film support surface422. These edge portions extend inwardly perpendicular to smooth film support surface422to plateau surface430and are slightly curved, though they could be straight. Sharp corner edge portions426A meet at an intersection or vertex defining an acute angle and sharp corner edge portions426B meet at an intersection or vertex defining an obtuse angle, each within the sharp corner profile definition previously set forth. The sharp corner edge portions426A and426B merge to define continuous perimeter edge426around each separate cavity420A and420B. Relieved areas within mold configuration420are defined by plateau surface430inward of the smooth film support surface422. In this embodiment, plateau surface430is continuous about the perimeter edge426. It is spaced inward of smooth film support surface422only a distance sufficient to permit minimal deformation or stretching of the base film402at these areas. It is also spaced inward sufficiently to avoid adherence of the base film402and lid film404on pouch formation. The remainder of the mold configuration cavity is defined by side wall surfaces424and transition wall surfaces425joined to a bottom wall surface428by a generous radius fillet429. These surfaces extend from transition edge portions426T at the juncture with plateau surface430. They define the fill cavity inward from plateau surface430, though it is not essential that the fill volume be completely below the plateau surfaces. Utilization of the plateau surface430adjacent, but spaced inwardly from smooth film support surface422at the perimeter edge426of the mold configuration420provides the capability to create complex perimeter seams and consequently complex pouch shapes without excessive stretch or thinning of the pouch forming base film overlying the plateau surface during forming. The plateau surface provides relieved areas with sufficient spacing between the facing surfaces of the base film402and lid film404to prevent adherence where the films overlie the relieved areas. Hence, the perimeter seal seam411follows the perimeter edge426of the mold configuration420, as has been explained. Understandably, as illustrated by the embodiment ofFIGS.16-19, the principles disclosed herein apply to creation of pouches having more than one product compartment. The important feature is the interposition of plateau surfaces430within the mold cavity adjacent the perimeter edge426of the mold configuration420to provide relieved areas adjacent the sharp corner profiles. The remainder of the mold configuration portions define the fill chamber in accordance with conventional mold design principles to receive the product component to be packaged. The inwardly spaced plateau surfaces430ensure minimal deformation of the film during base pocket formation and prevents undue stretching or weakening of the film. The plateau surface430is also significant in the pouch forming process in that they represent relieved areas where the base film and overlying lid film will not adhere together during pouch completion. The pouch internal volume is thus defined by the perimeter edge of the mold configuration426at the smooth outer film support surface422, with the separated films overlying the plateau surfaces adding or contributing to the overall internal pouch volume. The foregoing embodiment is another example of the versatility of the mechanisms and methods disclosed herein. The principles disclosed provide for manufacture of new and aesthetically pleasing pouch shapes without sacrifice in pouch strength. Moreover, it is contemplated that this capability will lead to pouch shapes not previously possible. It is contemplated that the principles disclosed here are not limited to forming pouches with sharp corner profiles. Relieved areas in the mold configuration adjacent the perimeter edge, defined by inwardly disposed plateau surfaces can be employed to form any shape pouch perimeter. The perimeter edge of the mold configuration defines the perimeter seam between joined films and consequently the pouch shape. Inwardly disposed plateau surfaces forming relieved areas adjacent these perimeter edges, surrounding, or partially surrounding, a central fill cavity of the mold configuration may be employed to minimize film deformation, stretch or weakening in any pouch configuration by limiting film stretch, while also permitting film spacing sufficient to avoid adherence between the films in these areas during closure or completion of the formed pouch. It will be appreciated that the foregoing description provides examples of the disclosed system and techniques. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references to the disclosure or examples thereof are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the disclosure more generally. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for those features, but not to exclude such from the scope of the disclosure entirely unless otherwise indicated. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. Accordingly, this disclosure includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the disclosure unless otherwise indicated herein or otherwise clearly contradicted by context. | 47,820 |
11858672 | DETAILED DESCRIPTION As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale. Some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. Most embodiments of this disclosure relate to a cartridge filling and an optional capping system, primarily for the cannabis and hemp industry. In one embodiment, the system (FIGS.1,3) includes a main frame10that supports a gas-pressurized sanitary reservoir sub-assembly12which holds viscous or semi-solid material to be transferred towards a tray26containing array of cartridges (FIGS.1,3). In some embodiments, the cartridges on tray26may be exposed to a capping step that occurs at a capping sub-assembly24. The main frame also supports a human-machine interface14, a robot16, and an optional capping sub-assembly (FIG.3). For reference, imagine a set of Cartesian coordinates (FIG.3) in which the X-axis is horizontal (i.e., left-right), the Y-axis moves orthogonally into the plane of the paper, and the Z-axis is vertical. The reservoir tank sub-assembly12is generally cylindrical and is supported in parallel with the Z-axis. Such support is offered by flanges or locating tabs38(FIG.2) that extend outwardly from the reservoir12and engage the main frame10. The reservoir12has a plurality of heaters30,32and34(FIG.2) that are mounted successively in such a way to impart and distribute thermal energy to the material in a uniform manner. One heater30is preferably a band heater that is situated in a lower position in the cylinder. This heater30is activated in response to a sensed fluid level in the reservoir12. In this way, problems associated with over-heated material that adheres to the inside reservoir walls are avoided, as are unwanted temperature spikes. In one embodiment, the heater32is a mounted at a bottom region of the reservoir12. With the aid of a coordinated array of heaters, the material may be desirably stored and transported within the system at temperatures below 100 degrees Fahrenheit. Such thermal energy enhances the ability of the material to flow while retaining its chemical properties. Preferably, the heater34includes a thermocouple and is fitted proximate a discharge port34through which heated material is transferred from the reservoir12. To energize the heaters30,32and34, temperature sensors36(FIG.2) are provided that are in electrical connection with a controller. Sensors may for example be resistance temperature detectors (RTD's). The connection may be hard wired or wireless via Bluetooth. Temperature monitoring may be continuous or be at periodic intervals. The controller has an ability to receive signals indicative of temperature and store desired and actual temperature levels for at least some of the heaters30,32and34. When the actual temperature level detected by a sensor is less than that desired, an electrical circuit is closed that includes a source of electrical energy and a heating element. Heat is then delivered by the heating element. A human-machine interface (HMI,FIG.1)14allows an operator to input desired temperatures at each sensor and report to the operator the actual temperatures sensed at each sensor location. Such features allow the material to be retained in a homogeneous state and avoid being burned on a vessel interior or conduit walls. Material to be retained and dispensed is initially loaded into the reservoir12through an inlet port. Such a port is sized to accommodate entry of a viscous or semi-solid material. In one embodiment, a 5-liter reservoir is used. After loading to a full or semi-filled state, the inlet port is closed to provide a hermetically sealed environment. Before heating, the material is in an initial, at least partially fluid state. During and after retention for a desired period, the material becomes less viscous and assumes a secondary state in which it is transferred from the reservoir12through a material discharge port34for subsequent handling. The reservoir is pressurized, preferably using air that has passed through a sanitary filtration system to aid in the movement of the fluid through the material outlet port34. In one embodiment, air under pressure passes through one or more three stage sterile air filters, such as a Balston 3BB-2002N-3B1. An air inlet port is mounted preferably at an upper region of the reservoir12. This port delivers a clean gas such as air or nitrogen for pressurizing the tank and aiding in the movement of material through the tank and to a heated material outlet34. A heated hose sub-assemblyFIG.8lies in fluid communication with the material outlet34of the reservoir tank, and the material inlet22of the spool valve sub-assembly. The hose assembly is wrapped with a heater with a thermocouple, as well as a thermal insulation. If desired, to promote homogeneity and uniform temperatures, one or more mixers40are provided in the reservoir12. Before transference from the reservoir12the mixers40allow the material to retain its properties over space and time while awaiting transfer between and within subsequent sub-assemblies in the system, and ultimately awaiting a dispensing step. To determine a level of material in the reservoir, one or more level sensors42(FIG.2) are provided. Those sensors send signals indicative of fluid level to the controller. In some embodiments, guided wave radar level sensors are provided. Some examples are described at https://www.ifm.com/us/en/us/learn-more/level/lr-learn-more, which is incorporated by reference. The level sensor42operates in conjunction with the reservoir heaters30,32and34to determine the amount of thermal energy to impart to the reservoir A spool valve sub-assembly18(FIGS.1,4-6) is attached to the robot16. The spool valve sub-assembly18has a spool valve62or spindle that can move parallel to the X-axis. In use, the spool valve sub-assembly18receives material from the reservoir12, distributes the material to a metering rod region, and dispenses metered amounts of material, preferably through a hollow needle90(FIG.4) to awaiting cartridges. The spool valve sub-assembly18has a material inlet port22(FIGS.1,5) that lies in fluid communication with the reservoir12. In series with the spool valve18is metering rod region54(FIG.4) with a chamber that receives a metering rod64. A metering chamber inlet port is fluidly connected to the chamber. Inside the spool valve sub-assembly18is a metering rod that is displaced, preferably using an electric linear actuator, so as to create volumetric areas to control the shot size. The spool valve sub-assembly18thus controls fluid flow into and outwardly from the metering rod region. It includes a spool or spindle that moves linearly inside a cylinder which is mechanically or electrically actuated. The position of the spindle restricts or permits flow. The spindle has lands which block fluid flow and grooves that allow material to flow around the spindle to the metering chamber in the region that accommodates the metering rod. The spindle normally travels in a left/right manner (i.e., in parallel with the X-axis) and has two positions: a normal position to which the spindle returns on removal of an actuating force, and a working position in which the spindle reposes when the actuating force is applied. The spindle remains in the position it was last in when the force was removed. To move the spindle, pneumatic pressure is applied to one of two sides of the spindle. Alternatively, the spindle moves when there is a pressure differential across its ends. One model of a displacement metering machine is a CM420 Dispensing System, which is available from Fluid Research. See, e.g., www.fluidresearch.com/products/meter-mix-dispense-systems/cm420-multi-component-dispending-system, which is incorporated by reference. A material outlet port60(FIG.4) allows precise amounts of effluent material to pass from the metering chamber in quantified shot sizes. A hollow needle90may be attached to the material outlet port, preferably by a Luer lock adapter88(FIG.4). The metering rod64(FIG.4) travels in discrete amounts in response to a linear actuator52. Thus, a predetermined volume of incompressible fluid is created for dispensing. The metering rod region54cooperates with the electric linear actuator52for extending and retracting the metering rod64by precisely determined amounts of displacement in the chamber. The resulting shot sizes then pass through a bottom region of the spool valve sub-assembly to a material outlet port60and then to a needle. In this region also, a temperature sensor is provided in cooperation with a heater that is activated by the controller. The controller monitors desired and actual operating parameters, such as temperatures and fluid levels. The HMI allows operator intervention if desired. To locate cartridges to be filled, a tray sub-assembly26(FIG.3) is secured to a robot16(FIG.1). The robot16positions the spool valve sub-assembly outlet port60(FIGS.4and6) above each individual cartridge in the tray26. In one embodiment, the tray sub-assembly26may move in parallel with the X-axis or the Y-axis or to a location specified by its X-Y coordinates. Preferably a dispensing valve in communication with a material outlet60(FIG.4) from the spool valve sub-assembly18moves in the X and Z directions. The tray26(FIG.3) may move in parallel with the Y axis. Metered amounts of the effluent material from the metered outlet port60of the spool valve sub-assembly are delivered thereto. Extending from the outlet port60is a hollow needle through which material flows in a metered amount to a cartridge. In one embodiment, a distal end of the needle lies in a lower portion of an awaiting cartridge. As flow commences, the needle retracts so that material delivery occurs below the material surface in the cartridge. In this way, no air pockets are formed in the material that is delivered to the cartridge. The tray sub-assembly26accommodates machined, preferably aluminum or stainless steel, trays26with a number (N) of recesses, where 50>N>200, with N preferably =100. If the tray is made of aluminum, cartridges are preferably placed by hand. Alternatively, the trays may be made of plastic. In such cases, a robotic device16(FIG.1) places the cartridges in the trays26. Each recess accommodates one cartridge to be filled. In some embodiments, a capping step occurs before each cartridge is removed from the tray before loading into an e-cigarette. One suitable robotic device is the F4303N Robot, which is available from Fluid Research. See, e.g., www.fluidresearch.com/products/meter-mix-dispense-systems/cm420-multi-component-dispensing-system, which is incorporated by reference. This robot attaches to the spool valve sub-assembly18for positioning the material outlet port60above each cartridge to be filled. The plastic trays preferably are populated with cartridges by a cartridge manufacturer at his facility. Optionally, an automated setup can be provided in coordination with the spool valve sub-assembly18to place the cartridges into the trays26. Such an arrangement spares the end user from the task of placing each cartridge individually into a tray. Turning now toFIG.7, each cartridge has a lower end or lip74that is seated in the tray at position66. Each cartridge has an upper end80that is designed to receive a cartridge cap. The lower end has an electrical contact76that acts as the positive lead for connection to a battery that lies in the e-cigarette. The threaded portion of the lower end72acts as the negative lead to the battery. Preferably, a potentially fragile electrical contact should be protected during the filling and any subsequent capping steps when a capping force is applied. In some cases, a positive lead76can be pushed upwardly into the cartridge if an excessive force is applied, thereby causing an electrical connection failure. To avoid such an adverse consequence, the lip74at the lower end of the cartridge is received by a shoulder68that is formed in each recess of the tray. Thus, when a downward force is exerted during the optional capping step, engagement of the lip by the shoulder bears the capping force, thus protecting an electrical contact. In some embodiments, a threaded member provides a connection to a battery. The threaded member also acts as the negative lead for the electrical connection. In one variant, with aluminum trays, each cartridge is placed in the tray by hand. After the cartridges in the tray have been filled, each cap is placed onto each cartridge individually by hand. In another variant, with the plastic tray, there are two parts to each tray. One part contains for example 100 cartridges already in the tray. The second part has a like number of caps in a separate tray. After the cartridges are filled, the two trays use a keyed alignment system to guide all the caps onto all the cartridges at once. The trays position the caps in registration with the cartridges so the two trays can then be set into a press and thus complete the capping step. In yet another variant, in readiness for a capping step, the trays are loaded with cartridges. Particularly when the tray is made of plastic, loading is optionally achieved with the aid of a robotic device that is in communication with the controller. If desired, a capping sub-assembly includes a grasping feature that is placed in relation to the tray for affixing caps on the cartridges. The robotic device grasps a cap for each cartridge, repositions itself above a cartridge to be filled and moves downwardly towards the open end thereof, thus mounting the cap on the cartridge with a predetermined force or displacement. After the cap is inserted, the robotic device retracts, grasps another cap, and the capping step is repeated for subsequent cartridges in the tray. If desired, the robotic device can be controlled in such a way as to slide a filled tray along a table or trolley and replace the filled tray with another tray. Registration of each tray min in relation to a movable table or rails is achieved by positioning rounded corners or edges of each tray in relation to pins28(FIGS.1and7) that are affixed to the table or tray. Such a keying feature helps align the trays in relation to the robotic device. In use, trays are shipped to those (“end users”) who have the disclosed system, the trays being populated with empty cartridges. To facilitate handling, at least some of the trays may be provided with handles, or recesses formed along opposing underside edges of the tray. To monitor and control the system, a human-machine (HMI) interface and one or more processors are provided. In one embodiment, each processor includes one or more controllers that receive signals from sensors stationed proximate the reservoir sub-assembly, the spool valve sub-assembly, the metering rod region, the tray26and an optional grasping feature. The one or more controllers process such signals and generate command signals for controlling process parameters associated with reservoir tank sub-assembly, the spool valve sub-assembly, the metering rod region, the tray sub-assembly and the grasping feature. A safety-rated controller interfaces with the capping sub-assembly. Digital proportional regulators are utilized to determine the amount of pressure present in the reservoir as well as control the amount of force the capping sub-assembly applies to the cartridges. In one embodiment, proportional-integral-derivative (PID) controllers handle temperature control and sensing and interface with the programmable logic controller (PLC). Digital and analog inputs and outputs pass between controllers and sensors via the HMI. DC power supplies are provided, as are circuit breakers for main power distribution. For safety, an emergency stop button is available. The HMI permits control of the reservoir sub-assembly via a proportional regulator and a 3-way sanitary valve, the agitator via a solenoid, the spool valve sub-assembly by a 5/2 valve, and the capping sub-assembly via a proportional regulator and 5/3 valve. While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. REFERENCE NUMERALS10.Main frame12.Reservoir sub-assembly14.HMI with built-in PLC16.Robot18.Spool valve sub-assembly20.Electric linear actuator22.Material inlet for spool valve sub-assembly24.Pneumatic cylinder for cartridge capping sub-assembly26.Cartridge tray28.Locating pins for cartridge tray30.Cylindrical band heater32.Bottom-mounted heater34Material outlet with heater and thermocouple36.RTD temperature sensor directly in contact with material in tank38.Locating tabs to position reservoir on main frame40.Mounting point for optional mixer42.Guided wave radar level sensor44.Magnetically coded gate switch46.Safety indicator light bar48.Servo motor with integrated drivers and controllers50.Reverse parallel motor mount52.Linear actuator54.Metering rod region56.Air inlets for pneumatic cylinder58.Pneumatic cylinder to shift spool valve position60.Material outlet from spool valve sub-assembly62.Spool valve64.Metering rod66.Position inside tray into which a cartridge is placed68.Shoulder70.Recess for locating pins 2872.Threaded portion of the cartridge that acts as a negative lead74.Lip on the cartridge where capping force should be applied76.Positive lead of the cartridge located at the bottom78.Portion of the cartridge which fluid would be dispensed80.Top of the cartridge which will receive a cap82.Connection of the heated hose sub-assembly to be attached to thereservoir84.Heated hose sub-assembly with heater, thermocouple, and thermalinsulation86.Connection of the heated hose sub-assembly to be attached to thespool valve sub-assembly88.Luer lock90.Needle | 18,577 |
11858673 | DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS Some detailed example embodiments are disclosed herein. However, specific structural and functional details disclosed herein are merely representative for purposes of describing example embodiments. Example embodiments may, however, be embodied in many alternate forms and should not be construed as limited to only the example embodiments set forth herein. Accordingly, while example embodiments are capable of various modifications and alternative forms, example embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that there is no intent to limit example embodiments to the particular forms disclosed, but to the contrary, example embodiments are to cover all modifications, equivalents, and alternatives falling within the scope of example embodiments. Like numbers refer to like elements throughout the description of the figures. It should be understood that when an element or layer is referred to as being “on,” “connected to,” “coupled to,” or “covering” another element or layer, it may be directly on, connected to, coupled to, or covering the other element or layer or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly connected to,” or “directly coupled to” another element or layer, there are no intervening elements or layers present. Like numbers refer to like elements throughout the specification. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It should be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers, and/or sections should not be limited by these terms. These terms are only used to distinguish one element, region, layer, or section from another region, layer, or section. Thus, a first element, region, layer, or section discussed below could be termed a second element, region, layer, or section without departing from the teachings of example embodiments. Spatially relative terms (e.g., “beneath,” “below,” “lower,” “above,” “upper,” and the like) may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It should be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the term “below” may encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. The terminology used herein is for the purpose of describing various example embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “includes,” “including,” “comprises,” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, and/or elements, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, and/or groups thereof. Example embodiments are described herein with reference to cross-sectional illustrations that are schematic illustrations of idealized embodiments (and intermediate structures) of example embodiments. As such, variations from the shapes of the illustrations as a result, for example, of manufacturing techniques and/or tolerances, are to be expected. Thus, example embodiments should not be construed as limited to the shapes of regions illustrated herein but are to include deviations in shapes that result, for example, from manufacturing. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, including those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. It will be understood that elements and/or properties thereof (e.g., structures, surfaces, directions, or the like), which may be referred to as being “perpendicular,” “parallel,” “flush,” or the like with regard to other elements and/or properties thereof (e.g., structures, surfaces, directions, or the like) may be “perpendicular,” “parallel,” “flush,” or the like or may be “substantially perpendicular,” “substantially parallel,” “substantially flush,” respectively, with regard to the other elements and/or properties thereof. Elements and/or properties thereof (e.g., structures, surfaces, directions, or the like) that are “substantially perpendicular” with regard to other elements and/or properties thereof will be understood to be “perpendicular” with regard to the other elements and/or properties thereof within manufacturing tolerances and/or material tolerances and/or have a deviation in magnitude and/or angle from “perpendicular,” or the like with regard to the other elements and/or properties thereof that is equal to or less than 10% (e.g., a. tolerance of ±10%). Elements and/or properties thereof (e.g., structures, surfaces, directions, or the like) that are “substantially parallel” with regard to other elements and/or properties thereof will be understood to be “parallel” with regard to the other elements and/or properties thereof within manufacturing tolerances and/or material tolerances and/or have a deviation in magnitude and/or angle from “parallel,” or the like with regard to the other elements and/or properties thereof that is equal to or less than 10% (e.g., a. tolerance of ±10%). Elements and/or properties thereof (e.g., structures, surfaces, directions, or the like) that are “substantially flush” with regard to other elements and/or properties thereof will be understood to be “flush” with regard to the other elements and/or properties thereof within manufacturing tolerances and/or material tolerances and/or have a deviation in magnitude and/or angle from “flush,” or the like with regard to the other elements and/or properties thereof that is equal to or less than 10% (e.g., a. tolerance of ±10%). It will be understood that elements and/or properties thereof may be recited herein as being “the same” or “equal” as other elements, and it will be further understood that elements and/or properties thereof recited herein as being “identical” to, “the same” as, or “equal” to other elements may be “identical” to, “the same” as, or “equal” to or “substantially identical” to, “substantially the same” as or “substantially equal” to the other elements and/or properties thereof. Elements and/or properties thereof that are “substantially identical” to, “substantially the same” as or “substantially equal” to other elements and/or properties thereof will be understood to include elements and/or properties thereof that are identical to, the same as, or equal to the other elements and/or properties thereof within manufacturing tolerances and/or material tolerances. Elements and/or properties thereof that are identical or substantially identical to and/or the same or substantially the same as other elements and/or properties thereof may be structurally the same or substantially the same, functionally the same or substantially the same, and/or compositionally the same or substantially the same. It will be understood that elements and/or properties thereof described herein as being the “substantially” the same and/or identical encompasses elements and/or properties thereof that have a relative difference in magnitude that is equal to or less than 10%. Further, regardless of whether elements and/or properties thereof are modified as “substantially,” it will be understood that these elements and/or properties thereof should be construed as including a manufacturing or operational tolerance (e.g., ±10%) around the stated elements and/or properties thereof. When the terms “about” or “substantially” are used in this specification in connection with a numerical value, it is intended that the associated numerical value include a tolerance of ±10% around the stated numerical value. When ranges are specified, the range includes all values therebetween such as increments of 0.1%. FIG.1is a perspective view of a doser mechanism, according to some example embodiments.FIG.2is a cross-sectional view of the doser mechanism ofFIG.1along cross-sectional view line II-II′, according to some example embodiments.FIGS.3A and3Bare cross-sectional views of the doser mechanism ofFIG.1along cross-sectional view line III-III′ with a valve member in a rest position and an open position, respectively, according to some example embodiments. Referring first generally toFIGS.1,2, and3A-3B, a doser mechanism100includes a cylindrical shell110, an auger conveyor120, and a check valve130. The doser mechanism100is configured to controllably convey (e.g., supply, feed, move, force, discharge, flow, etc.) a granular material (also referred to herein as simply a “material”) from a first opening180-1into an enclosure102eof the cylindrical shell110(also referred to herein as an internal enclosure of the cylindrical shell110, an internal open enclosure of the cylindrical shell110, or the like). The doser mechanism100is further configured to convey (e.g., supply, feed, move, force, discharge, flow, etc.) the granular material through the enclosure102efrom the first opening180-1toward a second opening180-2that is proximate to an opposite end of the cylindrical shell110from the first opening180-1. The doser mechanism100is further configured to convey (e.g., supply, feed, move, force, discharge, flow, etc.) the granular material through the second opening180-2and thus out of the doser mechanism100. The movement, or conveyance, of the granular material through the doser mechanism100and through the second opening180-2may be controlled based at least on controlled (e.g., selectively activated and/or deactivated) operation of the auger conveyor120, as described further below, to thus cause the doser mechanism100to supply a particular amount (e.g., volume and/or mass) of granular material, also referred to herein as an “index” or “dose” of granular material, which may be sealed in packages (e.g., articles of packaging) to provide a discrete, consistently-sized amount of granular material in each package. Additionally, the check valve130of the doser mechanism100may selectively at least partially open (e.g., expose) the second opening180-2or at least partially cover (e.g., obstruct) or the second opening180-2based on whether the auger conveyor120is operating (e.g., whether one or more augers122of the auger conveyor120are rotating390) to cause granular material308within the enclosure102eproximate to the second opening180-2to move from the enclosure102eand through the second opening180-2to exert a force380on a movable valve member132of the check valve130(e.g., an inner surface132ithereof). Accordingly, the check valve130may at least partially cover the second opening180-2to apply a counter force on the granular material in the enclosure102eand second opening180-2to create a backpressure that at least partially retains the granular material308within the enclosure102eand/or second opening180-2and thus at least partially restricts drainage of granular material308from the enclosure102ethrough the second opening180-2when the auger conveyor120is not operating (e.g., when the one or more augers122thereof are not rotating390). As a result of the check valve130at least partially retaining granular material308in the doser mechanism100based on the auger conveyor120not operating (e.g., being in the “off” operating state), the supplying (e.g., discharge) of granular material308from the doser mechanism100may be more controllably linked to the operating state of the auger conveyor120, enabling greater consistency, precision, and accuracy in the amount of granular material supplied by the doser mechanism100based on operation of the auger conveyor120. Accordingly, the check valve130may enable the doser mechanism100to supply a particular amount (e.g., index, dose, etc.) of granular material with greater consistency, accuracy, and precision. Still referring toFIGS.1,2, and3A-3B, the cylindrical shell110includes at least a hollow cylinder102and an end cap104(also referred to herein as an end plate) that collectively define an open internal enclosure, referred to herein as enclosure102e, defined by at least an inner cylinder surface102iof the hollow cylinder102(and in some example embodiments further defined by an inner surface104iof the end cap104). As shown inFIGS.1and2, the hollow cylinder102may extend between opposite first and second ends102-1and102-2, and the hollow cylinder102may have an outer cylinder surface102oand an inner cylinder surface102ithat is opposite to the outer cylinder surface102o. The inner cylinder surface102iat least partially defines an open internal enclosure, referred to as enclosure102e, having a central longitudinal axis199that extends between the first and second ends102-1and102-2of the hollow cylinder102. As shown in at leastFIGS.1-2, the hollow cylinder102may at least partially define a first opening180-1into the enclosure102eat the first end102-1of the hollow cylinder102such that the central longitudinal axis199intersects the first opening180-1. As shown in at leastFIG.2, the central longitudinal axis199may extend through a center of the first opening180-1and may be the same as the central axis of the first opening180-1. As shown in at leastFIGS.1-2, the first end102-1of the hollow cylinder102may be coupled (e.g., welded, bolted, adhered, etc.) to a bracket plate190which may itself be attached (e.g., via bolts extending through bolt holes192of the bracket plate190) to a granular material reservoir (e.g., as shown inFIG.4) so as to cause the first opening180-1to be in open, fluid communication (e.g., be exposed, directly or indirectly) to an interior of the reservoir to enable granular material to be drawn into the enclosure102efrom the reservoir via the first opening180-1. In some example embodiments, the bracket plate190may itself include an opening194that is configured to overlap the first opening180-1when the hollow cylinder102is coupled to the bracket plate190such that granular material may be drawn into the enclosure102evia the overlapped first opening180-1and opening194. In some example embodiments, the bracket plate190may be omitted and the hollow cylinder102may be configured to be directly attached to a granular material reservoir so as to cause the first opening180-1to be in open, fluid communication (e.g., be exposed, directly or indirectly) to an interior of the reservoir. As shown inFIGS.1-2, the end cap104is attached (e.g., bolted, welded, adhered, etc.) to the second end102-2of the hollow cylinder102so as to cover (e.g., close, seal, etc.) the second end102-2to isolate the enclosure102efrom an exterior of the cylindrical shell110through the second end102-2of the hollow cylinder102. As a result, movement of granular material308out of the enclosure102evia an opening at the second end102-2that is intersected by the central longitudinal axis199is reduced or prevented. The enclosure102emay be defined by at least the hollow cylinder102and the end cap104to be open at the first end102-1and closed at the second end102-2in a direction that is parallel to the central longitudinal axis199(e.g., the Z direction as shown inFIGS.1-3B). In some example embodiments, the hollow cylinder102and the end cap104may comprise one or more materials, including one or more metal materials (e.g., stainless steel, aluminum, etc.), one or more plastic materials (e.g., Nalgene©, polyether ether ketone (PEEK) plastic, liquid crystal polymer (LCP), Acetal, etc.), or the like. In some example embodiments, the hollow cylinder102and the end cap104may comprise any metal material. In some example embodiments, the hollow cylinder102and the end cap104comprise a same material (e.g., stainless steel, aluminum, plastic, etc.). Still referring toFIGS.1,2, and3A-3B, the hollow cylinder102may further define a second opening180-2into the enclosure102ethrough a thickness102tof the hollow cylinder102between the inner cylinder surface102iand the outer cylinder surface102o. Because the second opening180-2is defined by a conduit that extends through the thickness102tof the hollow cylinder102, the second opening180-2that is defined by the hollow cylinder102thus has a central axis302that is different from the central longitudinal axis199. In particular, as shown, the central axis302of the second opening180-2may be perpendicular to a longitudinal axis that is parallel (e.g., paraxial) to the central longitudinal axis199, and thus the central axis302may be perpendicular to the central longitudinal axis199. As a result, a granular material moving through the enclosure102ebetween the first and second openings180-1and180-2may undergo a 90-degree turn from being moved along (e.g., paraxially and/or coaxially to) the central longitudinal axis199to moving along (e.g., paraxially and/or coaxially to) the central axis302in order to exit the enclosure102evia the second opening180-2. Still referring toFIGS.1,2,3A, and3B, the auger conveyor120may include one or more augers122(which may include a shaft122aand a helical screw blade122b) that at least partially extend through the enclosure102ebetween the first end102-1and the second end102-2in a direction that is parallel with the central longitudinal axis199. As shown inFIGS.1-3B, the one or more augers122may include multiple augers122-1and122-2that extend in parallel through the enclosure102e, but example embodiments are not limited thereto and in some example embodiments only one auger122(e.g., only one of the augers122-1or122-2) may be present in the enclosure102e. The one or more augers122may have one or more various diameters of shaft122aand/or helical screw blade122bmay comprise any material, including stainless steel, plastic (e.g., e.g., Nalgene®, polyether ether ketone (PEEK) plastic, liquid crystal polymer (LCP), Acetal, etc.), or the like. As shown in at leastFIGS.3A, the inner cylinder surface102iof the hollow cylinder102may define multiple separate cylindrical portions (e.g., lobes180) of the enclosure102ethat have respective central longitudinal axes that are coaxial or substantially coaxially with separate, respective augers122. For example, as shown inFIGS.3A-3B, where the auger conveyor120includes two separate augers122-1and122-2extending in parallel or substantially in parallel along respective longitudinal axes129through the enclosure102e, the inner cylinder surface102iof the hollow cylinder102may define a two-lobed enclosure102ehaving two separate, at least partially cylindrical spaces (“lobes”180) that are at least partially merged in the X and Y directions (e.g., as shown inFIGS.3A-3B, at the center of the enclosure102ein the X direction, at a boundary extending in the Y direction through the central longitudinal axis199) and are each defined to have a curvature in the X and Y directions around a separate, respective longitudinal axis (e.g., a center of curvature of the respective lobe180that extends as an axis in the Z direction) that is coaxial or substantially coaxial with a separate, respective longitudinal axis129of the particular auger122-1or122-2that is extending in the Z direction through the respective “lobe”180of the enclosure102e. As shown in at leastFIGS.3A-3B, the one or more augers122may have a diameter that occupies a significant portion of the cross-sectional area (in the X and Y directions) of the respective lobe180of the enclosure102ein which the one or more augers122is located. For example, referring toFIGS.3A-3B, the outer diameter of a given auger122in the X-Y plane, which may be the outer diameter of the helical screw blade122bof the given auger122as shown inFIGS.3A-3B, may occupy between about 50% and about 90% of a diameter of the lobe180of the enclosure102ethat have a center of curvature extending in a Z-direction axis that is coaxial or substantially coaxial with the longitudinal axis129of the given auger122. As shown in at leastFIG.2, the one or more augers122may extend along the entire distance202, or substantially the entire distance202, between the first and second ends102-1and102-2through the enclosure102e, but example embodiments are not limited thereto. For example, the one or more augers122may extend, from the first end102-1, paraxially with (e.g., along) the central longitudinal axis199, about 90% of the distance202between the first and second ends102-1and102-2, about 95% of the distance202between the first and second ends102-1and102-2, about 99% of the distance202between the first and second ends102-1and102-2, or the like. The one or more augers122may further extend, from the enclosure102e, through the first opening180-1and to an exterior of the cylindrical shell110. As shown, the auger conveyor120may include a drive motor124and a drive transmission126. The one or more augers122may be mechanically coupled to the drive motor124(e.g., an electric motor, such as a servomotor), via the drive transmission126(e.g., a gear box, a drive belt, a set of meshed gears, or the like) such that the auger conveyor120is configured to cause the one or more augers122to rotate390(e.g., counter-rotate as shown inFIG.3A) around their respective longitudinal axes129(which may extend in parallel to the central longitudinal axis199) based on operation of the drive motor124. The drive motor124may include a servomotor. In some example embodiments, the drive transmission126is absent from the auger conveyor120such that the drive motor124is mechanically coupled to at least one of the one or more augers122directly (e.g., as a direct drive mechanism). In some example embodiments, the drive transmission126is mechanically coupled between the one or more augers122and the drive motor124and is configured to transmit the rotation of a driveshaft of the drive motor124to the one or more augers122via the drive transmission126. In some example embodiments, the drive transmission126is configured to transmit the drive motor124driveshaft rotation to each of the augers122(e.g., to both augers122-1and122-2) to cause each of the augers122to rotate390(e.g., counter-rotate390-1,390-2in synchronization with each other as shown inFIG.3A) via the drive transmission126. As shown in at leastFIGS.1-2, the one or more augers122may extend out of the enclosure102evia the first opening180-1. The rotation390of the one or more augers122around their respective longitudinal axes129(e.g., rotation390-1of auger122-1in one rotational direction and counter-rotation390-2of auger122-2in an opposite rotational direction) may enable the one or more augers122, and thus the auger conveyor120, to convey (e.g., move) granular material from a location external to the cylindrical shell110(e.g., a granular material reservoir as described herein) to the enclosure102evia the first opening180-1and to further move the granular material through the enclosure102efrom the first opening180-1towards the second end102-2of the hollow cylinder102(which is covered by the end cap104). As a result, the auger conveyor120may be configured to operate (e.g., based on being in the “on” operating state such that the one or more augers122are rotating390(e.g., counter-rotating) around their respective longitudinal axes129) to move the granular material from the first opening180-1and towards the second opening180-2through the enclosure102e. It will be understood that the drive motor124may be communicatively coupled (e.g., via a wired or wireless electronic communication link) to a control device as described herein (e.g., control device790shown inFIG.7). The control device may be configured to control the drive motor124(e.g., control activation/deactivation timing of drive motor124driveshaft rotation, rotation duration, rotation count, and/or rate of rotation) to control operation of the auger conveyor120, for example to selectively activate and deactivate rotation390of the one or more augers122at particular times and to further control the rate of rotation390of the one or more augers122, to control the timing and/or rate of movement, supply, etc. of granular material by the doser mechanism100. In some example embodiments, the control device that is configured to control the drive motor124may be considered to be a part of the doser mechanism100. In some example embodiments, the control device may be considered to be separate from the doser mechanism100. In some example embodiments, the drive motor124may be a servomotor (which will be understood to have a driveshaft that may be controllably caused to rotate) that may be controlled by a control device as described herein (e.g., control device790as shown inFIG.7) to switch the auger conveyor120to the “on” operating state at a particular time to cause the one or more augers122to each rotate390at a particular rate of rotation (which may be the same rate or different rate for each of the one or more augers122) for a particular period of time (e.g., a particular duration) and then to stop rotating390(e.g., switch the auger conveyor120to the “off” operating state) so that the one or more augers122move (e.g., discharge) a particular amount of granular material out of the second opening180-2during the particular period of time following the particular time at which the auger conveyor120is first switched to the “on” operating state and ending at the next time at which the auger conveyor120switched to the “off” operating state. Such a particular amount of granular material may be considered to be an “index” or “dose” of granular material that is supplied by the doser mechanism100. The operation of the drive motor124to cause the doser mechanism100to supply the particular amount of granular material (e.g., the “index” or “dose” of granular material) out of the second opening180-2due to causing the one or more augers122to rotate390for a particular period of time at respective particular rates of rotation (e.g., based on causing the drive motor124to rotate the driveshaft thereof at a particular rate of rotation for a particular period of time) may be referred to as causing the doser mechanism100to execute an “index” operation. In some example embodiments, the drive motor124may be a servomotor that may be controlled by a control device as described herein (e.g., control device790as shown inFIG.7) to rotate a driveshaft thereof for a particular number of times at a particular rate of rotation, to rotate the driveshaft thereof for a particular period of time at a particular rate of rotation, or the like. Such controlled rotation of the drive motor124driveshaft may correspond to causing the one or more augers122to each rotate390for a particular number of times at a particular rate of rotation, to each rotate390for a particular period of time at a particular rate of rotation, or the like. Such controlled rotation of the drive motor124driveshaft may therefore correspond to causing the auger conveyor120, and thus the doser mechanism100, to supply a particular amount of granular material. A relationship between driveshaft rotation duration, rotation rate, rotation count, amount and/or rate of electrical power supplied to drive motor, and the resulting amount of granular material supplied by the doser mechanism100may be stored in a database (e.g., an empirically-generated look-up table). The control device may be configured to access the database (e.g., where the database is stored in a memory of the control device) to enable the control device to drive the drive motor124in such a way as to control the doser mechanism100to supply a particular amount of granular material at a particular time, at a particular period in time, or the like. As a result, the amount of granular material that is moved by the auger122through the enclosure102eand through the second opening180-2may be more precisely controlled based on controlling the operation of the drive motor124. Referring toFIGS.1and2, the second opening180-2may be located at a position in the hollow cylinder102that is proximate (e.g., adjacent) to the second end102-2of the hollow cylinder102, so that granular material conveyed through the enclosure102efrom the first opening180-1to the second opening180-2may move through an entirety, substantially an entirety, or a majority of the length of the enclosure102ealong the central longitudinal axis199between the first and second ends102-1and102-2of the hollow cylinder102(where the length may be the same as the distance202between the first and second ends102-1and102-2). For example, the second opening180-2may be spaced apart from the first end102-1by a distance along the central longitudinal axis199that is, for example, about 55% of the distance202between the first and second ends102-1and102-2, about 60% of the distance202between the first and second ends102-1and102-2, about 65% of the distance202between the first and second ends102-1and102-2, about 70% of the distance202between the first and second ends102-1and102-2, about 75% of the distance202between the first and second ends102-1and102-2, about 80% of the distance202between the first and second ends102-1and102-2, about 85% of the distance202between the first and second ends102-1and102-2, about 90% of the distance202between the first and second ends102-1and102-2, about 95% of the distance202between the first and second ends102-1and102-2, about 99% of the distance202between the first and second ends102-1and102-2, or the like. As shown inFIG.2, the second opening180-2may be located at a position in the hollow cylinder102that is a first distance204-1from the first end102-1along the central longitudinal axis199and a second distance204-2from the second end102-1along the central longitudinal axis199. In some example embodiments, the magnitude of the first distance204-1may be equal to or less than the magnitude of the distance202, for example about 99% of the magnitude of the distance202, about 95% of the magnitude of the distance202, about 90% of the magnitude of the distance202, about 85% of the magnitude of the distance202, about 80% of the magnitude of the distance202, about 75% of the magnitude of the distance202, about 70% of the magnitude of the distance202, about 65% of the magnitude of the distance202, about 60% of the magnitude of the distance202, about 60% of the magnitude of the distance202, about 55% of the magnitude of the distance202, or the like. In some example embodiments, the magnitude of the first distance204-1may be greater than the magnitude of the second distance204-2, such that the second opening180-2is closer to the second end102-2than to the first end102-1along the central longitudinal axis199. In some example embodiments, a ratio of the magnitude of the first distance204-1to the magnitude of the second distance204-2may be about 1.5:1, 2:1, 3:1, 4:1, 5:1, 6:1, 7:1, 8:1, 9:1, or the like. In some example embodiments, distance202is about 5 inches, first distance204-1is about 4.39 inches, the second opening180-2has a diameter of about 0.5 inches, and the first opening180-1(and the enclosure102e) has a diameter of about 802/1000 inches. In some example embodiments, the first opening180-1(and the enclosure102e) has a diameter of about 0.5 inches. In some example embodiments, each auger122-1,122-2has a diameter (e.g., in an X-Y plane), between opposite edges of the helical screw blade122bof the respective auger122-1,122-2, that is about 0.5 inches. Still referring toFIGS.1,2,3A, and3B, the check valve130is coupled (e.g., attached, via welding, bolt connection, adhesion, or the like) to the cylindrical shell110and includes at least a valve member132that is configured to move in relation to the cylindrical shell110(e.g., is moveable in relation to the cylindrical shell110) to selectively cover or expose the second opening180-2with respect to an exterior of the doser mechanism100based on the valve member132being in a rest position306-1(e.g., closed position) or an open position306-2(e.g., flexed position), respectively.FIGS.1,2,3A, and3Billustrate the check valve130as including a valve member132that is a movable gate configured to rotate around an attachment structure134that is a pin or hinge attached to the cylindrical shell110. But, as described further below with reference to at leastFIGS.5A-5E, example embodiments of the check valve130are not limited thereto, and descriptions herein with regard to a check valve130ofFIGS.1,2,3A, and3Bmay apply to some or all of the example embodiments of the check valve130. Referring now specifically toFIGS.1,3A, and3B, the valve member132of the check valve130is configured to move306between a rest position306-1as shown inFIG.3A(also referred to herein as a return position, a closed position, and/or a relaxed position of the valve member), and an open position306-2as shown inFIG.3B(also referred to as a flexed position) to selectively cover or expose the second opening180-2with respect to an exterior of the doser mechanism100. In some example embodiments, when the valve member132is in the rest position306-1and covers the second opening180-2, the valve member132may at least partially obscure (e.g., isolate) the second opening180-2from the exterior of the doser mechanism100. In some example embodiments, when the valve member132is in the rest position306-1and covers the second opening180-2, an inner surface132iof the valve member132may contact at least a portion102osof the outer cylinder surface102oof the hollow cylinder102that is proximate (e.g., adjacent) to and/or surrounds the second opening180-2. In some example embodiments, when the valve member132is in the rest position306-1and covers the second opening180-2, the inner surface132iof the valve member132may lie in flush contact with at least the portion102osof the outer cylinder surface102oof the hollow cylinder102that is proximate (e.g., adjacent) to and/or surrounds the second opening180-2. In some example embodiments, for example the example embodiments where the valve member132is a moveable gate as shown inFIGS.3A-3B, the check valve130is coupled (e.g., attached) to the cylindrical shell110so that the valve member132is configured to rest on at least a portion of the outer cylinder surface102oof the hollow cylinder102when the valve member132is at the rest position306-1, for example such that an inner surface132iof the valve member132rests in contact with the portion of the outer cylinder surface102oof the hollow cylinder102. When the valve member132rests on a portion of the outer cylinder surface102o, a weight, or structural load, of the valve member132may be transferred to the hollow cylinder102via the portion of the valve member132contacting the portion of the outer cylinder surface102o. As shown inFIG.3A, the valve member132may be configured to move306to the rest position306-1in the absence of external forces aside from the force of gravity (e.g., the weight of the valve member132itself) acting on the valve member132, and to move306from the rest position306-1towards the open position306-2based an external force380acting on the valve member132from the enclosure102ethrough the second opening180-2. Such a valve member132may be referred to as a “trap-door” gate and a check valve130including such a valve member132may be referred to as a “trap-door valve” or “trap-door mechanism.” Said external force380may be applied by a flow of granular material308that flows through the second opening180-2from the enclosure102e, based on the auger conveyor120operating (e.g., the augers122-1and122-2counter-rotating390-1and390-2around their respective longitudinal axes129) to cause the granular material308to move from the enclosure102eand through the second opening180-2as supplied granular material310to contact the valve member132(e.g., contact the inner surface132i). For example, the flow of granular material308out of the enclosure102evia the second opening180-2as supplied granular material310may be driven by the auger conveyor120(e.g., based on the one or more augers122rotating390around their respective longitudinal axes129) to exert the force380on the valve member132of the check valve130to cause the valve member132to move306to the open position306-2so that the granular material308may be conveyed by the auger conveyor120to exit the doser mechanism100as supplied granular material310and thus to be “supplied” by the doser mechanism100. It will be understood that supplied granular material310may refer to granular material308that exits the doser mechanism100via the second opening180-2. The auger conveyor120may be in an operational state or a stopped state (also referred to herein as an “on” operating state and an “off” operating state, respectively, where “operating state” may be referred to interchangeably as “operation mode”). In the “on” operating state, the auger conveyor120is at least partially moving (e.g., the one or more augers122may be rotating390around their respective longitudinal axes129) such that the auger conveyor120may operate to apply force to granular material308to cause the granular material308to move at least to the second opening180-2through the enclosure102e. The rotating one or more augers122may cause an increase of a pressure of the granular material308in at least a portion of the enclosure102ethat is proximate (e.g., adjacent) to the second opening180-2and thus cause the granular material308to apply (e.g., exert) force380(e.g., pressure) on the valve member132of the check valve130through the second opening180-2based on the auger conveyor120being in the operating configuration. In the “off” operating state, the auger conveyor120is at least partially not moving (e.g., the one or more augers122may not be rotating390around their respective longitudinal axes129) and thus is not operating to apply force to granular material308to move the granular material308through the enclosure102e, and thus the granular material308may not apply force380to the valve member132, or may cease applying said force380, in response to the auger conveyor120being in the “off” operating state. As shown inFIGS.3A and3B, the check valve130may be configured to cause the valve member132to cover the second opening180-2from the exterior of the hollow cylinder102in response to the valve member132being in the rest position306-1, as shown inFIG.3A. The check valve130may be configured to cause the valve member132to move306from the rest position306-1to an open position306-2(e.g., to cause the check valve130to open) to at least partially expose the second opening180-2to the exterior of the doser mechanism100in response to the auger conveyor120operating (e.g., being in the “on” operating state, switching from the “off” operating state to the “on” operating state, etc.) to move granular material308through the second opening180-2via the enclosure102esuch that the granular material308applies force380on the valve member132through the second opening180-2, thereby “pushing” the valve member132(e.g., overcoming the force of the weight of at least a portion of the valve member132) to the open position306-2to expose the second opening180-2, as shown inFIG.3B. The check valve130may be configured to cause the valve member132to move306from the open position306-2to the rest position306-1(e.g., to cause the check valve130to close) to at least partially cover the second opening180-2from the exterior of the doser mechanism100in response to the force380ceasing to be applied or being reduced in magnitude applied to the valve member132from the enclosure102ethrough the second opening180-2, for example in response to the auger conveyor120ceasing operation (e.g., being in the “off” operating state, switching from the “on” operating state to the “off” operating state, etc.), thereby causing the valve member132to return (e.g., relax) to the rest position306-1to at least partially cover the second opening180-2, as shown inFIG.3A. Covering (e.g., obstructing, closing, etc.) the second opening180-2may include establishing a partial or complete sealing of the second opening180-2, such that the flow of granular material308out of the enclosure102evia the second opening180-2may be partially or completely restricted as a result of the valve member132being in the rest position306-1. Still referring toFIGS.3A and3B, when the valve member132is in the rest position306-1, the valve member132may cover the second opening180-2such that the valve member132at least partially obstructs the cross-sectional flow area of fluid communication between the enclosure102eand the exterior through the second opening180-2, so that a potential flow of granular material308from the enclosure102eto the exterior of the doser mechanism100via the second opening180-2is partially or completely inhibited by the valve member132that is in the rest position306-1. The covering of the second opening180-2by the valve member132in the rest position306-1may be only partial, such that a complete sealing of the second opening180-2by the valve member132is not achieved but instead a partial sealing that is sufficient to restrict or prevent granular material308flow out of the enclosure102evia the second opening180-2is achieved. As shown in at leastFIG.3B, when the auger conveyor120is in an “on” operating state, such that the drive motor124causes the one or more augers122to rotate390around their respective longitudinal axes129to cause granular material308to move through the enclosure102efrom the first opening180-1toward the second opening180-2, the auger conveyor120may cause granular material308to be moved from the enclosure102eand through the second opening180-2to apply force380on the valve member132to cause the valve member132to move306from the rest position306-1as shown inFIG.3Ato the open position306-2as shown inFIG.3B. Such movement of the valve member132from the rest position306-1to the open position306-2may open or expand the cross-sectional flow area of fluid communication between the enclosure102eand the exterior of the doser mechanism100through the second opening180-2and thus may enable the granular material308to exit the enclosure102eand to be supplied out of the doser mechanism100through the second opening180-2as supplied granular material310. As further shown inFIGS.3A-3B, when the auger conveyor120is in an “off” operating state, such that the drive motor124is not transmitting power to the one or more augers122and thus is not causing the one or more augers122to rotate390around their respective longitudinal axes129, the movement of granular material308through the enclosure102eby the auger conveyor120may be inhibited or reduced, and the force380applied by the granular material308on the valve member132may cease or be reduced in magnitude, so that the valve member132may move306from the open position306-2shown inFIG.3Bto the rest position306-1shown inFIG.3Ain response to the ceasing or reduction of the applied force380. In some example embodiments, the check valve130is configured to exert a biasing force that causes the valve member132to move to the rest position306-1(e.g., bias the valve member132to the rest position306-1). The biasing force may include one or more of the weight of at least a portion of the valve member132and/or a force exerted on the valve member132by an element of the check valve (e.g., a spring force exerted by a spring of the check valve130, described below with reference toFIG.5E). In the absence of a sufficient-magnitude countering force380that at least partially overcomes the biasing force acting on the valve member132to cause the valve member132to at least partially move away from the rest position306-1, the valve member132may return to and/or remain at the rest position306-1. Referring toFIGS.3A-3B, when one or more augers122are rotating around their respective longitudinal axes129, an internal pressure of the granular material308proximate (e.g., adjacent) to the second opening180-2may be increased to create a pressure gradient between the enclosure102eand an exterior of the doser mechanism100across the second opening180-2, such that the granular material308is caused by the rotating one or more augers122to move out of the enclosure102ethrough the second opening180-2as supplied granular material310due to the pressure gradient. Referring toFIGS.3A-3B, when the valve member132is in the rest position306-1, the biasing force on the valve member132(e.g., the weight of the valve member, a spring force applied on the valve member132by a spring of the check valve130, etc.) may cause the valve member132to exert a force (e.g., counter force) on, and opposing and/or resisting, a flow of granular material308through the second opening180-2from the enclosure102e. Thus, the valve member132in the rest position306-1may create a “back pressure” on the flow of granular material308through the second opening180-2that is sufficient to overcome a pressure gradient in the granular material from the enclosure102eto the exterior of the doser mechanism100across the second opening180-2. As a result, the valve member132in the rest position306-1may restrict or inhibit the flow of granular material308through the second opening180-2such that the valve member132causes the granular material308to be retained in the enclosure102e. The check valve130may be understood to be configured to cause the valve member132to move between the rest position306-1and the open position306-2, to cover or expose the second opening180-2in response to a magnitude of a force380applied to the valve member132from the enclosure102ethrough the second opening180-2, for example in response to the magnitude of the force380overcoming or failing to overcome a biasing force on the valve member132, where such biasing force may include at least a portion of the weight of the valve member132and/or a spring force of the check valve130, that acts on the valve member132to “bias” the valve member132to move to the rest position306-1in the absence of a sufficient-magnitude countering force380. It will be understood that the check valve130may be configured to selectively cover (e.g., at least partially seal) or expose the second opening180-2, thereby selectively restricting or enabling flow of the granular material308out of the enclosure102ethrough the second opening180-2, based on whether the auger conveyor120is operating (e.g., in the “on” operating state) to cause the granular material308to move through the enclosure102efrom the first opening180-1toward the second opening180-2to thereby apply a force380on at least a portion of the valve member132to cause the valve member132to move306from the rest position306-1to the open position306-2. Additionally, the check valve130may be configured to selectively cover the second opening180-2in response to the auger conveyor120being in the “off” operating state (e.g., the one or more augers122are not rotating, are not causing granular material308to move, etc.). In some example embodiments, a doser mechanism100that includes the check valve130may be configured to reduce or prevent the drainage of granular material308from the enclosure102e(and thus from the doser mechanism100) via the second opening180-2and thus retain the granular material308within the doser mechanism100when the auger conveyor120is in the “off” operating state. As a result, when the doser mechanism100is controlled to execute an “index” operation to operate (e.g., cause the one or more augers122to rotate390) at a particular rate (e.g., particular rotational rate of the drive motor124driveshaft and/or the one or more augers122) for a particular period of time to supply a particular amount (e.g., “index”, “dose,” etc.) of granular material (e.g., a particular amount of supplied granular material310), the precision, accuracy, and consistency of the amount of granular material supplied in each index operation may be improved. For example, the valve member132may move to the rest position306-1in response to the auger conveyor120switching to the “off” operating state at the end of the index operation (e.g., based on the one or more augers122stopping rotation390such that the magnitude of force380decreases), and the movement306of the valve member132to the rest position306-1may cause a quick restriction or inhibiting of the flow of granular material308out of the doser mechanism100through second opening180-2, thereby reducing or inhibiting a gradual “tapering-off” of the flow of granular material308out of the doser mechanism100in response to ceased rotation390of the one or more augers122at the end of the index operation. Such reduction or inhibition of taper-off of granular material308flow through the second opening180-2may improve control over the accuracy, precision, and consistency of the amount of granular material supplied in an index operation (e.g., as a result of the doser mechanism100performing the index operation and/or being controlled to perform the index operation). In some example embodiments, the improved precision in the supply of granular material (e.g., supplied granular material310) by the doser mechanism100, as enabled by the check valve130, may further reduce the probability that granular material may drain onto and/or into one or more mechanisms and/or devices (e.g., one or more portions, mechanisms, and/or devices of a packaging machine that includes the doser mechanism), a factory workspace, or the like when the auger conveyor120is in an “off” operating state. As a result, the doser mechanism100may enable reduced maintenance requirements associated with the doser mechanism100and/or a packaging machine including same. Still referring toFIGS.1,2,3A, and3B, in some example embodiments the auger conveyor120may include a twin-auger arrangement of augers122-1and122-2that may extend paraxially with the central longitudinal axis199through the enclosure102e, where both of the augers122-1and122-2may rotate390(e.g., counter-rotate390-1,390-2in opposite rotational directions) at respective rates of rotation (which may be the same or different magnitude of rates of rotation), based on one or both of the augers122-1and/or122-2being driven by the drive motor124(e.g., via drive transmission), to cause granular material308to move through the enclosure102efrom the first opening180-1toward the second opening180-2. In some example embodiments, the augers122-1and122-2are independently mechanically coupled to a drive transmission126(e.g., a gear box, drive belt assembly, meshed gear set, etc.) and thus are mechanically coupled to the drive motor124via the drive transmission126. Accordingly, the augers122-1and122-2may be driven by the drive motor124via the drive transmission126. The drive transmission126(e.g., a gear box) may cause the rotations (e.g., counter-rotations390-1,390-2) of the driven augers122-1and122-2to be synchronized (e.g., a same respective magnitude of rate of rotation, in the same direction of rotation or in opposite directions of rotation) in relation to each other. In some example embodiments, both augers122-1and122-2are independently mechanically connected to a gear box drive transmission126that is further mechanically connected to the drive motor124that is a servomotor, such that the gear box drive transmission126is mechanically coupled between each of the augers122-1and122-2and the servomotor drive motor124. The operating servomotor drive motor124may drive the gear box drive transmission126to drive each of the augers122-1and122-1to cause the augers122-1and122-2to rotate390-1,390-2simultaneously and/or in synchronization with each other in a same or opposite rotational directions. As shown, the two augers122-1and122-2may be aligned (e.g., may overlap) with each other in a horizontal direction that is orthogonal to the direction of the central longitudinal axis199(e.g., the horizontal direction may be the X direction as shown inFIGS.1-3B). The two augers122-1and122-2may thus be aligned (e.g., may overlap) with each other (e.g., the respective longitudinal axes of the augers122-1and122-2may be aligned to overlap) in a horizontal plane (e.g., horizontal plane300as shown inFIGS.1-3B, which may be understood to be a plane extending in the X-Z directions). The central longitudinal axis199may also extend in the horizontal plane300. The central longitudinal axis199may extend in parallel with the horizontal plane300. As further shown inFIGS.3A-3B, the second opening180-2may be located in (e.g., may extend through a thickness102tof) a portion of the hollow cylinder102at “an upper side” of the hollow cylinder102. The “upper side” of the hollow cylinder102may, in some example embodiments, be referred to as a portion of the hollow cylinder102that “above” (e.g., in the +Y direction from) a horizontal plane300in the X-Z directions in which the central longitudinal axis199extends, so that the second opening180-2may be understood to be in an “upper” position in the hollow cylinder102. As further shown inFIGS.3A-3B, based on the second opening180-2being located in a portion of the hollow cylinder102at “an upper side” of the hollow cylinder102, the central axis302of the second opening180-2may intersect the horizontal, X-Z plane (e.g., intersect a longitudinal axis129of a proximate and/or adjacent auger122-1) such that the central axis302may define an angle304with the horizontal direction (e.g., X direction), the longitudinal axis129of the proximate and/or adjacent auger122-1, and/or with the horizontal plane300(e.g., the X-Z plane). In some example embodiments, the second opening180-2may be located at the upper side of the hollow cylinder102, for example such that the central axis302of the second opening extends at least partially in a first vertical direction (e.g., the +Y direction) that is opposite to the direction of the force of gravity (e.g., the −Y direction) when the doser mechanism100is in operation (e.g., is attached to a granular material reservoir as described herein, is incorporated within a packaging machine as described herein, etc.), such that the check valve130may be configured to enable the valve member132to be biased by at least the force of gravity (e.g., gravity alone or gravity and an additional biasing force such as a spring force applied by a spring of the check valve130) to the rest position306-1to at least partially cover the second opening180-2and/or rest on (e.g., directly on) a portion102osof the outer cylinder surface102othat is adjacent to and/or surrounds the second opening due to at least gravity. The “upper side” of the hollow cylinder102may, in some example embodiments, be referred to as a portion of the hollow cylinder102that is above (e.g., in the +Y direction from) a horizontal plane300in the X-Z directions that intersects the central longitudinal axis199. As a result, the second opening180-2may be configured to direct granular material308that is moved through the second opening180-2to move at least partially upwards (e.g., in the +Y direction) against the force of gravity (e.g., in the −Y direction). The second opening180-2may be at least partially configured to mitigate granular material308drainage through the second opening180-2when the auger conveyor120is in the “off” operating state, based on the second opening180-2being located at the upper side of the hollow cylinder102. The angle304may be between about 45 degrees and about 90 degrees, between about 45 degrees and about 85 degrees, between about 45 degrees and about 80 degrees, between about 45 degrees and about 75 degrees, between about 45 degrees and about 70 degrees, between about 45 degrees and about 65 degrees, between about 45 degrees and about 60 degrees, between about 45 degrees and about 55 degrees, between about 45 degrees and about 50 degrees, or any combination thereof. The angle304may be between about 90 degrees and about 85 degrees, between about 90 degrees and about 80 degrees, between about 90 degrees and about 75 degrees, between about 90 degrees and about 70 degrees, between about 90 degrees and about 65 degrees, between about 90 degrees and about 60 degrees, between about 90 degrees and about 55 degrees, between about 90 degrees and about 50 degrees, between about 90 degrees and about 45 degrees, or any combination thereof. The angle304may be between about 90 degrees and about 0 degrees, between about 45 degrees and about 0 degrees, between about 40 degrees and about 0 degrees, between about 35 degrees and about 0 degrees, between about 30 degrees and about 0 degrees, between about 25 degrees and about 0 degrees, between about 20 degrees and about 0 degrees, between about 15 degrees and about 0 degrees, between about 10 degrees and about 0 degrees, between about 5 degrees and about 0 degrees, or any combination thereof. Still referring toFIGS.1-3B, in some example embodiments the doser mechanism100includes a piece of material, for example a plate140, that is fixed to the cylindrical shell110. The check valve130may be coupled to the plate140. For example, as shown inFIGS.1and3A-3B, the attachment structure134(e.g., pin) of the check valve130that includes a gate valve member may be fixed (e.g., welded, screwed, bolted, or the like) to the plate140, and the valve member132may be rotatably coupled to the attachment structure134(e.g., pin) to enable the valve member132to rotate (e.g., swing) around the attachment structure134(e.g., pin) to move between the open and rest positions306-2and306-1as shown inFIGS.3A-3Bwhile remaining coupled to the cylindrical shell110. In some example embodiments, the plate140is absent, and the check valve130may be coupled directly to the cylindrical shell110(e.g., via welding attachment, bolt attachment, screw attachment, adhesion, or the like). As described herein, a “granular material” may include particulate matter comprising particles. The granular material may be a powder-like substance that may flow freely when shaken or tilted. In some example embodiments, the granular material may have a particle size (e.g., particle diameter) between about 0.1 μm to about 500 μm. In some example embodiments, the granular material may have a particle size (e.g., particle diameter) between about 0.1 μm to about 200 μm. In some example embodiments, the granular material may have a particle size between about 0.5 mm to about 1 mm, about 0.25 mm to about 0.5 mm, about 125 μm to about 250 μm, about 60 μm to about 125 μm, about 4 μm to about 60 μm, about 1 μm to about 4 μm, any combination thereof, or the like. In some example embodiments, the granular material may have an average particle size of about 50 μm. In some example embodiments, the granular material may have an average particle size of about 200 μm. In some example embodiments, the granular material may have an average particle size of about 400 μm. The granular material may partially or entirely comprise particles having a maximum diameter that is between about 0.1 μm to about 1 μm. The granular material may partially or entirely comprise particles having a maximum diameter that is equal to or greater than 1 μm. The granular material may contain and/or partially or completely comprise at least one substance. In some example embodiments, the at least one substance is a consumer product. In some example embodiments, the at least one substance and/or the consumer product is an inert powder material. In some example embodiments, the granular material may contain and/or partially or completely comprise a substance that is microcrystalline cellulose (MCC). In some example embodiments, the at least one substance and/or the consumer product includes (e.g., partially or completely comprises) an oral product. In some example embodiments, the oral product is an oral tobacco product, an oral non-tobacco product, an oralcannabisproduct, or any combination thereof. The oral product may be in a form of loose material (e.g., loose cellulosic material), shaped material (e.g., plugs or twists), pouched material, tablets, lozenges, chews, gums, films, any other oral product, or any combination thereof. The oral product may include chewing tobacco, snus, moist snuff tobacco, dry snuff tobacco, other smokeless tobacco and non-tobacco products for oral consumption, or any combination thereof. Where the oral product is an oral tobacco product including smokeless tobacco product, the smokeless tobacco product may include tobacco that is whole, shredded, cut, granulated, reconstituted, cured, aged, fermented, pasteurized, or otherwise processed. Tobacco may be present as whole or portions of leaves, flowers, roots, stems, extracts (e.g., nicotine), or any combination thereof. In some example embodiments, the oral product includes a tobacco extract, such as a tobacco-derived nicotine extract, and/or synthetic nicotine. The oral product may include nicotine alone or in combination with a carrier (e.g., white snus), such as a cellulosic material. The carrier may be a non-tobacco material (e.g., microcrystalline cellulose) or a tobacco material (e.g., tobacco fibers having reduced or eliminated nicotine content, which may be referred to as “exhausted tobacco plant tissue or fibers”). In some example embodiments, the exhausted tobacco plant tissue or fibers can be treated to remove at least 25%, 40%, 50%, 60%, 70%, 75%, 80%, 85%, 90%, or 95% of the nicotine. For example, the tobacco plant tissue can be washed with water or another solvent to remove the nicotine. In other example embodiments, the oral product may includecannabis, such ascannabisplant tissue and/orcannabisextracts. In some example embodiments, thecannabismaterial includes leaf and/or flower material from one or more species ofcannabisplants and/or extracts from the one or more species ofcannabisplants. The one or more species ofcannabisplants may includeCannabis sativa, Cannabisindica, and/orCannabis ruderalis. In some example embodiments, thecannabismay be in the form of fibers. In some example embodiments, thecannabismay include a cannabinoid, a terpene, and/or a flavonoid. In some example embodiments, thecannabismaterial may be acannabis-derivedcannabismaterial, such as acannabis-derived cannabinoid, acannabis-derived terpene, and/or acannabis-derived flavonoid. The oral product (e.g., the oral tobacco product, the oral non-tobacco product, or the oralcannabisproduct) may have various ranges of moisture. In some example embodiments, the oral product is a dry oral product having a moisture content ranging from 5% by weight to 10% by weight. In some example embodiments, the oral product has a medium moisture content, such as a moisture content ranging from 20% by weight to 35% by weight. In some example embodiments, the oral product is a wet oral product having a moisture content ranging from 40% by weight to 55% by weight. In some example embodiments, oral product may further include one or more elements such as a mouth-stable polymer, a mouth-soluble polymer, a sweetener (e.g., a synthetic sweetener and/or a natural sweetener), an energizing agent, a soothing agent, a focusing agent, a plasticizer, mouth-soluble fibers, an alkaloid, a mineral, a vitamin, a dietary supplement, a nutraceutical, a coloring agent, an amino acid, a chemesthetic agent, an antioxidant, a food-grade emulsifier, a pH modifier, a botanical, a tooth-whitening agent, a therapeutic agent, a processing aid, a stearate, a wax, a stabilizer, a disintegrating agent, a lubricant, a preservative, a filler, a flavorant, flavor masking agents, a bitterness receptor site blocker, a receptor site enhancers, other additives, or any combination thereof. In some example embodiments, the granular material may contain any product or substance. For example, the granular material may contain confectionary products, food products, medicines, or any other product. FIG.4is a cross-sectional view of a doser mechanism and a granular material reservoir, according to some example embodiments. The doser mechanism100shown inFIG.4may be the doser mechanism according to any of the example embodiments, including the doser mechanism100shown inFIGS.1,2,3A, and3B. As shown inFIG.4, in some example embodiments, the doser mechanism100may be coupled (e.g., attached, fixed, connected, etc.) to a reservoir400(also referred to herein as a granular material reservoir, material reservoir, or the like) which may include a reservoir structure402(e.g., reservoir bin) having one or more inner sidewall surfaces402ithat at least partially define an open reservoir enclosure402e(also referred to as a reservoir space, or the like) having an open top end402sconfigured to receive granular material404into the reservoir enclosure402ethere through. The reservoir400further has an outlet opening406extending through a thickness402tof a sidewall of the reservoir structure402, between an inner sidewall surface402iand an opposing outer sidewall surface402othereof, to establish fluid communication between the reservoir enclosure402eand an exterior of the reservoir400independently of the open top end402s. As shown inFIG.4, the doser mechanism100may be coupled to the reservoir400(e.g., based on the hollow cylinder102and/or bracket plate190being attached to one or more portions of the reservoir structure402) so that the first opening180-1of the cylindrical shell110is in fluid communication with the reservoir enclosure402evia the outlet opening406. As shown, the first opening180-1may be directly adjacent to the outlet opening406and aligned to overlap the outlet opening406(e.g., in a horizontal direction that is the Z direction). The doser mechanism100may be coupled to the reservoir400via welding, bolting, adhesion, or the like. Still referring toFIG.4, at least a portion of the auger conveyor120, specifically at least a portion of one or more augers122thereof, may extend from the enclosure102eof the cylindrical shell110, through the first opening180-1, through the outlet opening406, and into the reservoir enclosure402ewhen the doser mechanism100is coupled to the reservoir400. In such a configuration, the auger conveyor120may be configured to operate (e.g., cause the one or more augers122to rotate390around their respective longitudinal axes129) to move at least some of the granular material404in the reservoir enclosure402e, as granular material308, from the reservoir enclosure402eand into the enclosure102evia the outlet opening406and the first opening180-1, and to further move said granular material308through the enclosure102efrom the first opening180-1to the second opening180-2and further move said granular material308through the second opening180-2and out of the doser mechanism100as supplied granular material310. While the check valve130is not illustrated inFIG.4, it will be understood that the doser mechanism100as shown inFIG.4may be any of the example embodiments of the doser mechanism and may include a check valve130according to any of the example embodiments, such that the supplied granular material310is supplied due to granular material308exerting a force380to move the valve member132to an open position306-2(e.g., based on granular material308being pressurized within the enclosure102eproximate and/or adjacent to the second opening180-2). As further shown inFIG.4, based at least in part upon the second opening180-2being located at an upper side of the hollow cylinder102, such that the central axis302of the second opening180-2is at least partially extending in the +Y direction and establishes an angle304of between at least 0 degrees and 90 degrees with the horizontal direction (e.g., X direction) and/or horizontal plane (e.g., X-Z plane), the granular material310that is supplied through the second opening180-2may fall along the outer cylinder surface102oand further fall away from the doser mechanism100in the direction of gravity “g” (e.g., the −Y direction). Still referring toFIG.4, the drive motor124may be mechanically coupled to the one or more augers122, directly or via a drive transmission126at one or both of a first end122-aof the one or more augers122that is proximate to the first opening180-1or a second end122-bof the one or more augers122that is proximate to the second opening180-2. The drive motor124may be mechanically coupled to the one or more augers122via a drive transmission126, which may be a gear box, driveshaft, drive belt, meshed gear set, or the like. Where the drive motor124is coupled to the second end122-bof the one or more augers122, the drive transmission126may extend through the end cap104(e.g., via an opening extending through the thickness of the end cap104) and/or through the hollow cylinder102e.g., via an opening extending through the thickness102tof the hollow cylinder102). In some example embodiments, the drive transmission126may include a flex coupler. FIGS.5A,5B,5C,5D, and5Eare cross-sectional views of the doser mechanism100ofFIG.1along cross-sectional view line III-III′ with various check valves, according to some example embodiments. The doser mechanism100shown inFIGS.5A-5Emay be the doser mechanism according to any of the example embodiments, including the doser mechanism100shown inFIGS.1and2. Referring toFIG.5A, in some example embodiments, and unlike the example embodiments shown in at leastFIGS.1-3B, the doser mechanism100may include an auger conveyor120that includes a single auger122-1, instead of a multiple-auger arrangement such as shown in at leastFIGS.1-3B(e.g., auger122-2is absent). The hollow cylinder102may be shaped to enclose the single auger122-1such that the single auger122-1may extend coaxially or substantially coaxially with the central longitudinal axis199within the enclosure102e(e.g., central longitudinal axes129and199may be the same axis), as shown inFIG.5Afor example. However, example embodiments are not limited thereto and the single auger122-1may extend paraxially with the central longitudinal axis199along a separate, parallel longitudinal axis129. Referring toFIG.5B, in some example embodiments, the check valve130may include a valve member132that is a reed valve532that is configured to flex due to the application of force380to an inner surface532ithereof to move306between the rest position306-1and the open position306-2. As shown, the reed valve532may have a proximate end532-1that is fixed to the cylindrical shell110via an attachment structure134that is a fastener534, which may be a weld, bolt, adhesive, or the like which fixes the proximate end532-1of the reed valve532to the cylindrical shell110. As further shown, the reed valve532may have a distal end532-2that is opposite to the proximate end532-1and which is a free end which at least partially covers the second opening180-2when the reed valve532is in the rest position306-1and which flexes to move306to the open position306-2in response to a force380applied on the distal end532-2of the reed valve532(e.g., at inner surface532ithereof) through the second opening180-2(e.g., by granular material308caused to move from the enclosure102eand through the second opening180-2by the auger conveyor120). In response to an absence or reduction of the force380on the distal end532-2, the reed valve532may relax from the open position306-2to the rest position306-1to at least partially cover the second opening180-2and thus to at least partially mitigate granular material drainage from the enclosure102ethrough the second opening180-2. The reed valve532may comprise a resilient material configured to at least partially reversibly flex and relax in response to application and removal of force380on the distal end532-2of the reed valve532. Such resilient material may include, for example, carbon fiber material, metal (e.g., stainless steel, carbon steel, aluminum, etc.), plastic material, polymer composite material, fiberglass material, or the like. Referring toFIGS.5C-5D, in some example embodiments, the valve member132may include a cover plate542that has an inner cover surface542i(which may be at least a part of the inner surface132iof the valve member132) and an outer cover surface542othat is opposite to the inner cover surface542i. The cover plate542may be configured to cover the second opening180-2such that the inner cover surface542iis proximate to the second opening180-2in relation to the outer cover surface542oin response to the valve member132being in the rest position306-1as shown inFIG.5C. As shown inFIGS.5C-5D, in some example embodiments, the outer cylinder surface102oof the shell102has an outer shape, curvature, or contour. For example, as shown in at leastFIGS.1and5C, the cylindrical shell110may have a cylindrical shape such that the outer cylinder surface102ohas a contour, or curvature around the central longitudinal axis199. Referring particularly toFIG.5C, in some example embodiments, the inner cover surface542ihas a surface shape, contour, or curvature that is complementary to the surface shape, contour, or curvature of at least a portion of the outer cylinder surface102othat is adjacent to and/or surrounding the second opening180-2. For example, inFIG.5C, the inner cover surface542iis curved in a concave curvature that is complementary to the convex curvature of the portion of the outer cylinder surface102othat is covered by the cover plate542when the valve member132is in the rest position306-1. As a result, and as shown in at leastFIG.5C, the inner cover surface542iof the cover plate542may lie flush with the portion of the outer cylinder surface102oin response to the valve member132being in the rest position306-1, such that the cover plate542may establish a complete or substantially complete covering and/or sealing of the second opening180-2to at least partially mitigate or completely prevent granular material from draining from the enclosure102ethrough the second opening180-2. Referring now particularly toFIG.5D, in some example embodiments, at least the inner cover surface542iis planar or has a surface shape, contour or curvature that is not complementary to the surface shape, contour or curvature of the portion of the outer cylinder surface102othat is covered by the cover plate542when the valve member132is in the rest position306-1. As a result, the inner cover surface542iof the cover plate542may not lie flush with the aforementioned portion of the outer cylinder surface102oin response to the valve member132being in the rest position306-1. However, the inner cover surface542imay still establish an at least partial seal of the second opening180-2when the valve member132is in the rest position306-1that is sufficient to create the aforementioned back pressure to retain the granular material308in the enclosure102ewhen the one or more augers122are not rotating390(e.g., the auger conveyor is in the “off” operating state), such that the cover plate542may still at least partially mitigate or completely prevent granular material from draining from the enclosure102ethrough the second opening180-2. Still referring toFIG.5D, in some example embodiments, the portion102osof the outer cylinder surface102othat may be in direct contact with at least a portion of the check valve130(e.g., an inner cover surface542iof the cover plate542) when the valve member132is in the rest position306-1may be a flat, planar surface, while a remainder portion of the outer cylinder surface102othat is not in direct contact with the portion of the check valve130(e.g., the inner cover surface542iof the valve member132) when the valve member132is in the rest position306-1may have a curved contour (e.g., convex curvature), so that a flat, planar inner cover surface542iof the valve member132shown inFIG.5Dmay lie flush with the planar portion102osof the outer cylinder surface102owhen the valve member132is in the rest position306-1. Referring toFIG.5E, in some example embodiments, the check valve130may be a different type of check valve than a check valve having a swinging gate “trap-door” valve member132as shown in at leastFIGS.1and3A-3B, including, for example a ball check valve, a diaphragm check valve, a lift check valve, an in-line check valve, a reed valve, or the like. As shown, for example, the check valve130may have a body572fixed to the outer cylinder surface102oof the hollow cylinder102surrounding the second opening180-2via an attachment structure134that may include a weld, a bolt attachment, an adhesive, or the like, where the body572has one or more surfaces defining an inner conduit574extending from the second opening180-2to an exterior of the doser mechanism100and further including an inner step576extending into the inner conduit574. The check valve130further includes the valve member132within the inner conduit574and biased against the inner step576by a spring570to close the check valve130such that the valve member132is in the rest position306-1. In response to application of force380through the second opening180-2onto the valve member132, which may be a valve disk, where the magnitude of force380exceeds the spring force applied by the spring570onto the valve member132, the valve member132may be moved away from the inner step576to open an annular passage from the second opening180-2to the inner conduit574to enable granular material308to move through the check valve130via the inner conduit574to the exterior of the doser mechanism100. In response to the force380ceasing or being reduced to be less than the spring force, the spring570may push the valve member132against the inner step576to at least partially seal the second opening180-2. Accordingly, it will be understood that the check valve130may include various types of check valves130configured to expose (e.g., open) or cover (e.g., close) the second opening180-2based on whether the auger conveyor120is operating to cause granular material to move through the second opening180-2to apply force380on the valve member132. FIGS.6A,6B, and6Care perspective and cross-sectional views of a doser mechanism100that includes a sheath structure600, according to some example embodiments. The doser mechanism100shown inFIGS.6A-6Cmay be the doser mechanism according to any of the example embodiments, including the doser mechanism100shown inFIGS.1-5E. Referring toFIGS.6A-6C, the doser mechanism100may include a sheath structure600overlapping the second opening180-2and the check valve130in at least a first vertical direction (e.g., the +Y direction) along a vertical axis (e.g., the Y axis) that is perpendicular to the central longitudinal axis199. As further shown, the sheath structure600may further overlap the second opening180-2and the check valve130in opposite horizontal directions that are orthogonal to the vertical axis (e.g., the +X and −X directions). Further, as shown, the sheath structure600may overlap the end cap104in the +Z direction such that the second end102-2of the hollow cylinder102is between the first end102-1and at least a portion of the sheath structure600. Accordingly, the sheath structure600, which may be formed by sidewalls620and top walls610and may be further formed by a connection plate630which may be a back wall, may establish (e.g., define) a partial enclosure602ehaving a bottom opening602s. The sheath structure600may be fixed to the rest of the doser mechanism100based on being fixed to the cylindrical shell110. For example, as shown in at leastFIG.6C, the sheath structure600may be connected to the plate140via a connection plate630, may be directly connected to the hollow cylinder102via the connection plate630, or the like. As shown in at leastFIG.6B, the sheath structure600may be configured to at least partially enclose the check valve130such that, when the valve member132is in the open position306-2, the inner surface of the top wall610is spaced apart from contact with the valve member132by at least a certain spacing distance640in the vertical direction (e.g., +Y direction). Still referring toFIGS.6A-6C, and as particularly shown inFIG.6B, the second opening180-2may be configured to direct granular material308moving through the second opening180-2as supplied granular material310to move at least partially in a first vertical direction (e.g., the +Y direction). While the valve member132, when in the open position306-2, may at least partially redirect the supplied granular material310into an opposite, second vertical direction (e.g., the −Y direction), the sheath structure600may be configured to cause the supplied granular material310moving through the second opening180-2at least partially in the first vertical direction (e.g., +Y direction) to be redirected to move in at least partially in the second vertical direction that is opposite to the first vertical direction (e.g., the −Y direction). As shown, the supplied granular material310may move through the second opening180-2in both the +Y direction and the +X direction, and the sheath structure600, alone or in combination with the valve member132, may redirect the supplied granular material310that exits the second opening180-2from moving in the +Y and +X directions to move in the −Y direction and with reduced movement in the −X and +X directions. As a result, the sheath structure600may redirect the supplied granular material310to move in a particular direction to be supplied into an article of packaging (e.g., an open enclosure defined by packaging material), as described further with reference toFIGS.7-11. FIG.7is a schematic view of a packaging machine700that includes at least one doser mechanism, according to some example embodiments.FIGS.8A,8B,8C,8D, and8Eare expanded perspective views of respective regions A, B, C, D, and E of the packaging machine ofFIG.7, according to some example embodiments. Referring toFIGS.7and8A-8E, the doser mechanism100according to any of the example embodiments may be included in a packaging machine700configured to supply granular material into one or more articles of packaging material (e.g., one or more folded strips of packaging material defining separate, respective open enclosures) may include “n” parallel process streams (e.g., process streams1to n) and thus may include “n” doser mechanisms702-1to702-nthat are configured to supply granular material310into separate, respective “n” articles of packaging in separate, respective “n” parallel process streams, thereby enabling the packaging machine700to form packages of granular material in “n” parallel processes. While n is shown to be equal to 5 inFIGS.8A-8Eand alsoFIG.9, it will be understood that “n” may be any positive integer equal to or greater than 1 (e.g., n may be equal to 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, or any integer greater than 10 in a given packaging machine700). Each of the doser mechanisms702-1to702-nmay be a doser mechanism100according to any of the example embodiments, including any of the example embodiments of the doser mechanism100as shown inFIGS.1-6C. As further shown inFIG.7, the packaging machine700may include a reservoir400, which may be the same as the reservoir400described with reference toFIG.4, and the auger conveyor120of each doser mechanism100may be configured to draw granular material404from the reservoir400to move through the respective doser mechanism100as granular material410and to be supplied through the second opening180-2of the respective doser mechanism100as supplied granular material310. In some example embodiments, the packaging machine700includes multiple reservoirs400from which separate, respective sets of one or more doser mechanisms702-1to702-nmay be configured to draw granular material. Referring now toFIG.7andFIGS.8A-8B, the packaging machine700may include a packaging supply device710configured to supply an article of packaging (e.g., one or more strips of packaging material) that may define an open enclosure in which granular material is supplied by the doser mechanism100as supplied granular material310. As shown, the packaging supply device710may include a roll712of a sheet of packaging material724, where packaging supply device710may include a drive motor716(e.g., a servomotor) which may be configured to cause the roll712to rotate around its central axis (e.g., based on driving rotation of one or more rollers718of packaging supply device710) and cause the sheet of packaging material724to be fed from the roll712. In some example embodiments, the sheet of packaging material724may include a sheet of any suitable packaging material, including a sheet of paper material (e.g., cellulose), a sheet of plastic material (e.g., low density polyethylene (LDPE/LLDPE), high density polyethylene HDPE, polypropylene), a sheet of metal foil, or the like. In some example embodiments, the packaging material may be referred to as a “wrapper” material. As shown, the one or more rollers718, or one or more other rollers of the packaging machine700, may be configured to redirect the sheet of packaging material724that is fed from the roll712to move to, and in contact with, a cutting assembly720so that the sheet of packaging material724is cut in a local feed direction727(e.g., cut lengthwise) into separate strips726-1to726-nof packaging material (n=5 inFIG.8A). As shown, the cutting assembly720includes “n−1” blades722-1to722-(n−1) which may be metal blades (e.g., steel blades) and which may be spaced apart from each other in a direction perpendicular to the local feed direction727of the sheet of packaging material724and aligned with the respective cutting edges thereof facing opposite to the local feed direction727. As a result, the blades722-1to722-(n−1) may cut the sheet of packaging material724lengthwise into “n” strips726-1to726-nas the sheet of packaging material724is fed from the roll712and thus fed from the packaging supply device710to other portions of the packaging machine700. As shown in at leastFIG.8B, each separate strip726-1to726-nof packaging material may be manipulated by the packaging machine700(e.g., by separate rollers723) to be redirected in separate, respective local feed directions729-1to729-ninto separate, respective process streams1to n to form separate enclosures into which separate streams and/or amounts of granular material310may be supplied by separate doser mechanisms702-1to702-n. It will be understood that, when “n” equals 1, the cutting assembly720(and thus the blades722-1to722-(n−1) may be absent from the packaging machine700. Referring now toFIG.7andFIG.8B, the packaging machine700may include rollers721(e.g., multiple rollers721as shown inFIG.7B) that are configured to redirect the respective feed directions of the strips726-1to726-nof packaging material into separate, respective local feed directions729-1to729-nto be fed into separate, respective “n” process streams to be aligned with separate, respective doser mechanisms702-1to702-nof the packaging machine700. As shown, the packaging machine700may include multiple rollers721arranged to redirect (e.g., change the local feed direction by 90 degrees in various directions) separate strips726-1to726-nto align (e.g., overlap in the vertical direction) with separate, respective doser mechanisms702-1to702-nof the respective process streams1to n in the packaging machine700. Referring now toFIGS.8C-8E, the packaging machine700may be configured to define process streams1to n (“n” being any positive integer) that may be operated in parallel. Accordingly, elements of the “nth” process stream are described in detail with reference to at leastFIGS.8C-8E, but it will be understood that elements of the packaging machine700with regard to the1to (n−1)th process streams may be identical or substantially identical to elements of the elements of the packaging machine700described with regard to the nth process stream in reference to at leastFIGS.8C-8E. Referring now toFIG.7andFIG.8C, each separate strip of packaging material, of the strips726-1to726-n, may be fed in a separate respective process stream of process streams1to n to be folded by a separate folding device730-1to730-nto form a folded strip728-1to728-ndefining an open enclosure734(e.g., to form an open wrapper, article of packaging, etc.), and to be at least partially filled with a particular amount (e.g., index752) of supplied granular material310that is supplied by a separate doser mechanism702-1to702-n. Each separate folding device730-1to730-nmay be aligned (e.g., vertically aligned) with a separate process stream of the1to n process streams of the packaging machine700and thus only the nth folding device730-nwith regard to the nth strip726-nin the nth process stream is described, but it will be understood that elements of the folding devices730-1to730-(n−1) with regard to strips726-1to726-(n−1) in the1to (n−1)th process streams may be identical or substantially identical to elements of the nth folding device730-ndescribed with regard to the nth process stream. Each separate doser mechanism702-1to702-nmay be aligned (e.g., vertically aligned) with a separate process stream of the1to n process streams of the packaging machine700and thus only the nth doser mechanism702-nwith regard to the nth strip726-nin the nth process stream is described, but it will be understood that elements of the doser mechanisms702-1to702-(n−1) with regard to strips726-1to726-(n−1) in the1to (n−1)th process streams may be identical or substantially identical to elements of the nth doser mechanism702-ndescribed with regard to the nth process stream. As shown inFIG.8C, the nth folding device730-nis configured to fold the nth strip726-nof packaging material that is fed into the nth process stream to form an nth folded strip728-nof packaging material that defines an open enclosure734defined by one or more surfaces733of the given nth folded strip728-n. As shown inFIG.8C, a given nth folding device730-nmay be configured to bring opposite side edges731of the given nth strip726-ntogether and join and/or seal the opposite side edges731together as the given nth strip726-nmoves in a nth local feed direction737-npast the nth folding device730-nto thereby form a fin seal732of the opposite side edges731that extends in the nth local feed direction737-n. The nth folding device730-nmay include a device configured to cause the opposite side edges731of the nth strip726-nto be brought in contact with each other and pressed together to at least partially facilitate the formation of the fin seal732that extends in the nth local feed direction737-n, as the nth strip726-nmoves past the nth folding device730-nin the nth local feed direction737-n, to form the nth folded strip728-n. The nth folding device730-nmay include a device configured to attach the opposite side edges731of the nth strip726-ntogether (e.g., to press the opposite side edges731together) to seal the opposite side edges731together to form the fin seal732that establishes the nth folded strip728-ndefining the open enclosure734therein. The nth folding device730-nmay include a heater (e.g., an electrically-powered resistive heater) that is configured to heat a portion of the nth folding device730-n(e.g., to about 300° F.) that contacts at least a portion of the nth strip726-nin order to heat the opposite side edges731that are pressed together to cause the contacted opposite side edges731to adhere to each other to facilitate the formation of the fin seal732that extends in the nth local feed direction737-n. As shown, the open enclosure734of the nth folded strip728-nmay be closed in side directions perpendicular to the nth local feed direction737-nbased on the established fin seal732that extends parallel to the nth local feed direction737-nalong a side of the nth folded strip728-n. The open enclosure734of the nth folded strip728-nmay be open at a proximate end that is proximate to the nth doser mechanism702-nand may be closed at a distal end that is distal to the nth doser mechanism702-n. InFIGS.7and8C, the nth local feed direction737-nis downwards in the direction of gravity, such that the open enclosure734of the nth folded strip728-nthat is formed based on folding the nth strip726-nto join opposite side edges731thereof is open at a top end thereof and thus is understood to have a top opening734oat the proximate end of the open enclosure734. As described further with reference toFIGS.7and8D, the open enclosure734may be closed at the distal end that is opposite the top opening734o(e.g., at a bottom of the open enclosure734) by an end seal748. Still referring toFIGS.7and8C, and further referring toFIG.8D, each given doser mechanism100of doser mechanism702-1to702-nof the packaging machine700may be configured to execute an index operation to supply a particular amount (e.g., index752) of supplied granular material310through the second opening180-2of the given doser mechanism100based on the auger conveyor120of the given doser mechanism100being in the “on” operating state for a particular period of time at a particular rate such that the one or more augers122thereof are rotating390at particular respective rates of rotation for the particular period of time. As shown inFIGS.7,8C and8D, the nth doser mechanism702-nexecuting an index operation supplies the particular amount (e.g., index752) of supplied granular material310out of the nth doser mechanism702-nand into the open enclosure734of the nth folded strip728-n. As shown inFIGS.7,8C, and8D, the nth doser mechanism702-nmay be positioned to be vertically above (e.g., vertically aligned with) the top opening734oat the proximate end734aof the open enclosure734of the nth folded strip728-n, such that the given nth doser mechanism702-nis configured to supply supplied granular material310that falls from the nth doser mechanism702-n, through the top opening734oof the open enclosure734at the proximate end734athereof, and to the distal end734bof the open enclosure734adjacent to the end seal748that closes the distal end734bof the open enclosure734. The given nth doser mechanism702-nmay have a drive motor124as described with regard to the doser mechanism100, and the drive motor124may be a servomotor that is controlled by a control device (e.g., control device790as described below) to, at particular intervals of time, rotate a driveshaft thereof at a particular rate of rotation for a particular period of time, to cause the one or more augers122of the nth doser mechanism702-nto rotate390at respective rates of rotation for the particular period of time, in order to execute an index operation that causes the nth doser mechanism702-nto supply a particular amount (e.g., index752) of granular material into the open enclosure734of the nth folded strip728-n. Each separate period of operation of the nth doser mechanism702-nto supply a separate index752of granular material may be understood to be a separate index operation performed by the nth doser mechanism702-n. The n-th doser mechanism702-nmay be controlled (e.g., by control device790) to perform index operations that each have a particular start time, period of time, end time, and/or associated rate of rotation of the drive motor124at a particular time interval or “time spacing” between adjacent index operations. When the auger conveyor120of the given nth doser mechanism702-nis stopped (e.g., is in the “off” operating state, at the end of an index operation and/or between index operations), the check valve130of the given nth doser mechanism702-nmay exert a force on granular material308still within the enclosure102eof the nth doser mechanism702-nto create back pressure that causes the granular material308to be retained in the enclosure102e, thereby stopping the supply of granular material from the nth doser mechanism702-ninto the open enclosure734and mitigating or preventing granular material308drainage out of the given nth doser mechanism702-nupon the completion of an index operation and/or between index operations. As a result, the nth doser mechanism702-nmay be configured to better control tapering-off of the supplying of granular material at the end of an index operation and/or between index operations, thereby improving accuracy and precision of amounts (“indexes752”) of granular material supplied into the open enclosure734of the nth folded strip728-nduring an index operation and, based on mitigating tapering of the flow of supplied granular material310out of the doser mechanism702-nat the completion of an index operation, reducing or preventing the flow of excess granular material into end seals748and or on other portions of the packaging machine700. As shown inFIGS.7,8C, and8D, based on a particular amount (e.g., index752) of granular material310being supplied by the given nth doser mechanism702-ninto an open enclosure734of the nth folded strip728-nof packaging material, said open enclosure734may be at least partially filled at the distal end734bthereof by the index752of granular material. For example, as shown, open enclosure734of the folded strip728-nmay be open (e.g., have opening734o) at the proximate end734a(e.g., top end) and may be sealed at the distal end734b(e.g., bottom end) by an end seal748. A distal (e.g., bottom) portion of the open enclosure734that is adjacent to the distal end734b(e.g., adjacent to and at least partially defined by the end seal748that seals the distal end734bof the open enclosure734) may be at least partially filled with the index752of granular material that is supplied into the open enclosure734from the nth doser mechanism702-n. It will be understood, as described herein, that the nth doser mechanism702-nmay be controlled to perform “index” operations to supply a particular amount (e.g., index752) of granular material into the open enclosure734of the folded strip728-n, via the opening734oat the proximate end734aof the open enclosure734, at a particular time interval that may be controlled by the control device790, where the index operation includes the control device790causing the drive motor124of the nth doser mechanism702-nto rotate for a particular period of time and at a particular rate of rotation that is associated with the one or more augers122of the nth doser mechanism702-ncausing the particular amount (e.g., index752) of granular material to be supplied into the distal portion of the open enclosure734of the nth folded strip728-nthat is adjacent to the distal end734bthereof. Referring now toFIG.7andFIG.8D, the packaging machine700may include a sealing device740that is configured to join opposing inner surfaces739defining opposite sides of the open enclosures734of the folded strips728-1to728-nto establish respective new end seals748-2that each isolate at least a distal portion734-1of the open enclosures734defined by the folded strips728-1to728-nof packaging material and adjacent to a previously-established end seal748-1from a remainder, proximate portion734-2of the open enclosures734to partition, in the local feed directions747-1to747-n, the portions of the open enclosures734of the folded strips728-1to728-nthat each contain an index752of granular material into isolated sealed enclosures750each containing a separate, particular amount (e.g., index752) of granular material. As shown, the sealing device740may include a set of first projection devices742-1to742-nconnected via a central rod744and a set of second projection devices743-1to743-nconnected via a separate central rod745mechanically coupled to the first projection devices742-1to742-nvia meshed gears749to synchronize rotation of the first projection devices742-1to742-nwith the rotation (e.g., counter-rotation) of the second projection devices743-1to743-n. The central rod744may be mechanically connected to a drive motor746(e.g., directly or via a drive transmission such as meshed gears749) and thus may be configured to rotate around its longitudinal axis based on operation of the drive motor746to further cause the first projection devices742-1to742-nto rotate around the longitudinal axis of the central rod744. The central rod745may be mechanically connected to the drive motor746(e.g., directly or via a drive transmission such as meshed gears749) and thus may be configured to rotate around its longitudinal axis based on operation of the drive motor746to further cause the second projection devices743-1to743-nto rotate around the longitudinal axis of the central rod745, for example in an opposite rotational direction than the first projection devices742-1to742-n. Each separate first projection device742-1to742-nand second projection device743-1to743-nmay be aligned (e.g., vertically aligned and/or horizontally overlapped) with a separate nth process stream of the packaging machine700and thus only the portions of the sealing device740with regard to the nth process stream are described, but it will be understood that elements of the sealing device740with regard to the1to (n−1)th process streams may be identical or substantially identical to elements of the sealing device740described with regard to the nth process stream. As shown in at leastFIG.8D, the nth first and second projection devices742-nand743-nmay be arranged to be aligned with (e.g., horizontally overlap with) opposite sides of the nth folded strip728-nthat defines an open enclosure734containing an index752of granular material at a distal portion734-1thereof, adjacent to a distal end734bof the open enclosure734that is closed by an end seal748. The sealing device740may be located vertically below the nth doser mechanism702-nof the nth process stream so that the nth folded strip728-nmoves downwards from the nth doser mechanism702-nand nth folding device730-ntowards the nth first and second projection devices742-nand743-nof the sealing device740in the nth local feed direction747-n. The nth first projection device742-nmay include multiple pad projections742a-nextending radially from a central axis of rotation of the nth first projection device742-n(e.g., may extend radially from the central rod744). The nth second projection device743-nmay include multiple pad projections743a-nextending radially from a central axis of rotation of the nth second projection device743-n(e.g., may extend radially from the central rod745). The nth first projection device742-nmay include a heater (e.g., a resistive heater) configured to heat the pad projections742a-n(e.g., to about 300° F.). The nth second projection device743-nmay or may not include a similar or identical heater. The pad projections742a-nmay comprise a metal material (e.g., stainless steel, carbon steel, aluminum, or the like) a rubber material, a plastic material, or the like. The pad projections743a-nmay comprise a metal material (e.g., stainless steel, carbon steel, aluminum, or the like) a rubber material, a plastic material, or the like. The pad projections742a-nand743a-nmay comprise a same material (e.g., pad projections742a-nand743a-nmay both comprise stainless steel) or different materials (e.g., pad projections742a-nmay comprise stainless steel and pad projections743a-nmay comprise rubber). As shown in at leastFIGS.7and8D, the nth first and second projection devices742-nand743-nmay rotate (e.g., counter rotate in synchronized rates of rotation) around their respective longitudinal axes and in synchronization with each other as the nth folded strip728-nis fed in the nth local feed direction747-nin proximity to the nth first and second projection devices742-nand743-n. The rate of movement of the nth folded strip728-nin the nth local feed direction747-nmay be synchronized with the rates of rotation of the nth first and second projection devices742-nand743-naround their respective longitudinal axes. The first and second projection devices742-nand743-nmay be configured to rotate in synchronization and in opposite rotational directions, so that opposing pad projections742a-nand743a-nof the nth first and second projection devices742-nand743-nrotate into closest proximity with each other and with the nth folded strip728-n(such that clearance between proximate pad projections742a-nand743a-nreaches a minimum) after a particular (e.g., fixed, constant, and/or predetermined) length of the nth folded strip728-nhas moved in the nth local feed direction747-npast the nth first and second projection devices742-nand743-n. Still referring toFIGS.7and8D, as the nth first and second projection devices742-nand743-nrotate respective pad projections742a-nand743a-nthereof to a position of closest proximity to each other and to the nth folded strip728-n, the proximate pad projections742a-nand743a-nmay contact and press into opposite outer surfaces of the folded strip728-nto cause opposing inner surfaces739of the open enclosure734of the nth folded strip728-nto be joined (e.g., pressed together) and sealed to each other to form an end seal748(e.g., end seal748-2), that extends across a width of the nth folded strip728-nin a direction that is different from (e.g., perpendicular to) the nth local feed direction747-n, thereby partitioning (e.g., isolating) a feed direction-leading portion (e.g., distal portion734-1) of the open enclosure734of the nth folded strip728-nfrom a remainder, proximate portion734-2(e.g., proximate portion) of the open enclosure734of the nth folded strip728-n. The nth first projection device742-nmay include a heater configured to heat the pad projections742a-n(e.g., to about 300° F.) so that, when proximate pad projections742a-nand743a-npress opposing inner surfaces739of the open enclosure734together, the heated pad projections742a-nmay cause the pressed-together inner surfaces739of the open enclosure734to adhere to each other to form the end seal748. When the nth local feed direction747-nof a given nth folded strip728-nat the sealing device740is vertically downwards, the feed direction leading portion (e.g., distal portion734-1) of the open enclosure734is a bottom portion of the open enclosure734that is below the nth first and second projection devices742-nand743-nwhen respective pad projections742a-nand743a-nthereof are rotated into closest proximity to each other and the nth folded strip728-nand the remainder, proximate portion734-2of the open enclosure734is an upper portion of the open enclosure734that is above the sealing device740when the respective pad projections742a-nand743a-nare rotated into closest proximity to each other and to the nth folded strip728-n. Prior to respective pad projections742a-nand743a-nbeing rotated into closest proximity to each other and to the nth folded strip728-n, the end seal748-2shown inFIG.8Dmay be absent such that the distal and proximate portions734-1and734-2are separate, continuous portions of a single open enclosure734that are not partitioned or sealed from each other. As shown, the distal portion734-1of the open enclosure734may be adjacent to, and at least partially defined by, the end seal748-1that defines distal end734b-1of the open enclosure734prior to end seal748-2being formed. In some example embodiments, when opposing pad projections742a-nand743a-nare at closest proximity to each other and to the nth folded strip728-n, the pad projections742a-nand743a-nmay form an end seal748-2that partitions the distal portion734-1(e.g., bottom portion) of the open enclosure734(that contains an index752of granular material from the remainder, proximate portion734-2(e.g., upper portion) of the open enclosure734. As a result, the open enclosure734of the nth folded strip728-nmay be partitioned, at end seal748-2, by the sealing device740into separate sealed enclosures750, isolated (e.g., partitioned) from each other in the nth local feed direction747-nby respective end seals748. For example, distal portion734-1and proximate portion734-2may be partitioned from each other by end seal748-2as shown inFIG.8Dso that distal portion734-1is partitioned to form sealed enclosure750-2and end seal748-2defines a new distal end734-b2of the open enclosure734that may be empty or substantially empty of granular material. Each separate sealed enclosure750includes (e.g., contains, holds, etc.) a separate, particular amount (e.g., index752) of granular material and is closed at opposite ends in the nth local feed direction747-nby separate end seals (e.g., sealed enclosure750-2is closed at opposite ends by end seals748-1and748-2). The sealed enclosures750may have a same or substantially same length in the nth local feed direction747-n. As a result, each separate sealed enclosure750that is formed by the sealing device740may contain same or substantially same amounts of granular material (e.g., same-sized indexes752). The rate of movement of the nth folded strip728-nin the nth local feed direction747-nand the rates of rotation of the nth first and second projection devices742-nand743-nmay be synchronized with the intervals and/or durations of index operations performed by the nth doser mechanism702-nso that the nth doser mechanism702-nbegins an index operation to supply a single index752of granular material into the distal portion734-1of the open enclosure734after the nth first and second projection devices742-nand743-nhave formed a first end seal748-1to partition (e.g., seal) a previously-supplied index752into a first sealed enclosure750-1. Thus, the single index752is supplied into an empty distal portion734-1of the open enclosure734having an open proximate end734aand a distal end734b-1closed by the first end seal748-1. The nth doser mechanism702-nends the index operation prior to the particular length of the folded strip728-nbeing moved past the nth first and second projection devices742-nand743-n. The nth first and second projection devices742-nand743-nmay form a next end seal748-2, above the fill line of the single index752in the distal portion734-1, to seal the single index752into a next sealed enclosure750-2and to establish a new, closed distal end734b-2of the open enclosure734that is closed by next end seal748-2and is devoid or substantially devoid of granular material. In some example embodiments, the first to nth second projection devices743-1to743-nmay be absent from the packaging machine700. Referring now toFIG.7andFIG.8E, the packaging machine700may include a cutting device760that is configured to separate sealed enclosures750of each given folded strip728-1to728-nof packaging material into separate packages770(also referred to herein as articles of packaging) that each contain a separate index752of granular material, where each index752may be a same or substantially same amount of granular material. As shown, the cutting device760may include a plurality of blades762-1to762-n, also referred to herein as “blades”, connected via a central rod764. The central rod764may be mechanically connected to a drive motor766(e.g., a servomotor) and thus may be configured to rotate around its longitudinal axis based on operation of the drive motor766to further cause the blades762-1to762-nto rotate around the longitudinal axis of the central rod764. Each separate blade762-1to762-nmay be aligned (e.g., vertically and/or horizontally overlapped) with a separate nth process stream of the packaging machine700and thus only the portions of the cutting device760with regard to the nth process stream are described, but it will be understood that elements of the cutting device760with regard to the1to (n−1)th process streams may be identical or substantially identical to elements of the cutting device760described with regard to the nth process stream. As shown in at leastFIG.8E, the nth blade762-nmay be arranged to be aligned with (e.g., horizontally overlap with) the nth folded strip728-nthat defines at least one sealed enclosure750containing a particular amount (e.g., index752) of granular material. The cutting device760may be located vertically below the sealing device740of the nth process stream so that the nth folded strip728-nmoves in an nth local feed direction767-n(e.g., downwards) from the nth first and second projection devices742-nand743-ntowards the nth blade762-nof the cutting device760. As shown in at leastFIGS.7and8E, the nth blade762-nmay rotate around the longitudinal axis of the central rod764as the nth folded strip728-nis fed in the nth local feed direction767-n(e.g., downwards) in proximity to the nth blade762-n. The rate of movement of the nth folded strip728-nin the nth local feed direction767-nmay be synchronized with the rate of rotation of the nth blade762-naround the central rod764so that the nth blade762-nrotates into closest proximity with the nth folded strip728-nafter a particular (e.g., fixed, constant, and/or predetermined) length of the strip728-n, which may be the length of each sealed enclosure750between opposite adjacent end seals748, has moved in the nth local feed direction767-npast the cutting device760. As a result, the packaging machine700may be configured to move the nth folded strip728-nand further rotate the nth blade762-nin synchronization with such movement such that, when the nth blade762-nrotates into closest proximity with the nth folded strip728-n, the nth blade762-ncontacts and cuts through (e.g., bisects) an end seal748of the nth folded strip728-nin the direction in which the seal748extends (e.g., perpendicular to the nth local feed direction767-n). The aforementioned rotation and movements may be synchronized so that the nth blade762-ncuts through the centerline (or approximately the centerline) of each end seal748extending in the direction perpendicular to the nth local feed direction767-nto exactly or substantially exactly (e.g., ±10%) cut the end seal748in half in the direction perpendicular to the nth local feed direction767-n. The rotation of the nth blade762-nmay be further synchronized with movement of the nth folded strip728-nso that each sequential end seal748of the nth folded strip728-nis contacted by the nth blade762-n, and the nth blade762-nonly contacts end seals748of the nth folded strip728-nwhen the nth blade762-nis at a closest proximity to the nth folded strip728-n, as the nth blade762-nand strip728-nmove in synchronization with each other. For example, the movement of a given strip728-nin the nth local feed direction767-nmay be synchronized with the rotation of a corresponding nth blade762-naround the central rod764so the distal edge765of the nth blade762-nrotates into contact with a seal748of the nth folded strip728-nafter each rotation of the nth blade762-naround the central rod764and a length of a single sealed enclosure750between adjacent seals end748of the strip728-nhas moved past the cutting device760in the nth local feed direction767-nduring a single rotation of the nth blade762-naround the central rod764. Still referring toFIGS.7and8E, as the nth blade762-nrotates to a position of closest proximity to the nth folded strip728-n, the nth blade762-n(e.g., distal edge765thereof) may contact and cut through the proximate end seal748of the nth folded strip728-nto cause a feed direction-leading sealed enclosure750of the nth folded strip728-nto be separated from a remainder of the nth folded strip728-nas a discrete article of packaging, which is interchangeably referred to herein as a package770that includes a discrete (e.g., particular) amount (e.g., index752) of granular material. For example, when the nth local feed direction767-nof a given nth folded strip728-nat the cutting device760is vertically downwards, the feed direction leading sealed enclosure750is a bottom sealed enclosure750of the nth folded strip728-nthat is below the distal edge765of the nth blade762-nwhen the nth blade762-nis at closest proximity to the nth folded strip728-nand the remainder portion of the nth folded strip728-nis above the distal edge765of the nth blade762-nwhen the nth blade762-nis at closest proximity to the nth folded strip728-n. In such example embodiments, when the nth blade762-nis at closest proximity to the nth folded strip728-n, the nth blade762-nmay cut through (e.g., bisect) an end seal748that joins the bottom sealed enclosure750to a remainder of the nth-folded strip728-ninto two physically separate sealed portions, thereby separating the bottom sealed enclosure750, as a package770, from the remainder of the nth folded strip728-n. As a result, the sealed enclosures750of the nth folded strip728-nmay be cut by the cutting device760into separate packages770(e.g., separate articles of packaging) containing separate, respective indexes752of granular material, where the separate packages770have a same or substantially same length between opposite end seals748at opposite longitudinal ends thereof. As a result, each separate package770may contain same or substantially same amounts (e.g., indexes752) of granular material. FIG.8Eshows a single nth blade762-nhorizontally aligned with the nth process stream and rotating around the central rod764, but example embodiments are not limited thereto. For example, similarly to the nth projection device742-nshown inFIG.8D, the cutting device760may include multiple nth blades762-nextending radially from the central rod764and spaced apart (e.g., equally apart) from each other, and the nth blades762-nmay be rotated around central rod764to cut separate end seals748as the nth folded strip728-nis fed to the cutting device760in the nth local feed direction767-n. Still referring toFIGS.7and8E, each newly-established (e.g., newly-formed) package770, having been separated from the rest of the nth folded strip728-nby the cutting device760, may fall to a conveyor780or a collection area/bin. InFIGS.7and8E, where the packaging machine700includes a conveyor780, packages770established by the cutting device760may fall onto an upper surface of the conveyor780. As shown, the conveyor780may have a driven shaft784that is driven by a drive motor786(e.g., a servomotor) to rotate782to cause the conveyor780to move packages770thereon towards a collection area788, which may be a collection bin. Accordingly, packages770containing respective indexes752of granular material may be formed by the packaging machine700in “n” process streams that each include a doser mechanism100according to any of the example embodiments, where the packages770may be formed with improved precision, accuracy, and consistency of the amount of granular material supplied from each doser mechanism100to form each separate index752in each separate package770. As a result, a packaging machine700that includes said one or more doser mechanisms100may be configured to reduce waste, improve the precision, accuracy, and consistency of the amounts of granular material included in each package770, and/or reduce the risk of excess granular material draining from the one or more doser mechanisms100to contaminate and/or degrade operation of other portions of the packaging machine700. Referring back toFIG.7, the packaging machine700may include a control device790that is configured to control some or all of the packaging machine700. As shown inFIG.7, the control device790may be communicatively coupled to the drive motors716,124,746,766,786that may be separate servomotors and may cause various portions of the packaging machine700to operate. The control device790may control some or all of the drive motors of the packaging machine700to cause the packaging machine700to operate in order to form packages770each containing a particular amount (e.g., index752) of granular material. In some example embodiments, the control device790is configured to control the various drive motors of the packaging machine700to cause the sheet and strips726-1to726-n,728-1to728-nof packaging material to be fed through the packaging machine700at a particular rate of movement, and for the rotation of the projection devices742-1to742-nand743-1to743-nof the sealing device740and the blades762-1to762-nof the cutting device760and the intervals of the index operations of the doser mechanisms702-1to702-nto be synchronized with the rate of motion of the sheet and/or strips726-1to726-n,728-1to728-nof packaging material through the packaging machine700. The control device790may control the doser mechanisms702-1to702-nto perform index operations at a particular interval that is synchronized with movement of the packaging material and with operation of the sealing device740so that each index operation supplies an index752of granular material into an open enclosure734that has been newly formed due to the sealing device740forming a new end seal748in in the folded strip728-nthat seals a previous distal portion734-1containing a previously-supplied index752into a separate sealed enclosure750and establishes a new, empty distal portion734-1of the open enclosure734. The control device790may be configured to adjust the interval between index operations, the duration of each index operation, the rate of rotation of the one or more augers122of any of the doser mechanisms702-1to702-nduring the index operation, or the like in order to control the amount of granular material in each index752and to control the time spacing between the supplying of each index752. The control device790may be configured to account for differing flow rates of different granular materials out of the doser mechanisms702-1to702-n. The control device790may store a look-up table, which may be empirically established, which associates different index752amounts of various types of granular material with corresponding operational parameters of the packaging machine700, including corresponding drive motor124index rotation rates, index durations, index time spacings (e.g., duration between time-adjacent indexes), rate of movement of the sheet/strips of packaging material, rate of rotation of the projections742/743and/or blades762, some combination thereof or the like. Operations of drive motors may be represented based on timings, amounts, and/or rates of electrical power to be applied (e.g., supplied) to said drive motors. Based on a determined amount of a determined type of granular material to be included in each index752(which may be provided to the control device790via a communication interface, user interface such as a touchscreen and/or keyboard interface, or the like), the control device790may access the look-up table, determine the corresponding operational parameters associated with the determined index amount and type of granular material and control one or more portions of the packaging machine700, including for example the drive motor124of each doser mechanism702-1to702-nbut also or alternatively including some or all of the drive motors of the packaging machine700, to ensure that the packaging machine creates packages770each containing a constant or substantially constant (e.g., ±10%) amount (e.g., index752) of granular material across a range of granular materials and/or desired index752amounts. In some example embodiments, some or all of any of the control device790may include, may be included in, and/or may be implemented by one or more instances (e.g., articles, pieces, units, etc.) of processing circuitry such as hardware including logic circuits; a hardware/software combination such as a processor executing software; or a combination thereof. For example, the processing circuitry more specifically may include, but is not limited to, a central processing unit (CPU), an arithmetic logic unit (ALU), a digital signal processor, a microcomputer, a field programmable gate array (FPGA), a System-on-Chip (SoC), a programmable logic unit, a microprocessor, application-specific integrated circuit (ASIC), or any other device or devices capable of responding to and executing instructions in a defined manner. As shown inFIG.7, the control device790may include some or all of a processor792(e.g., a CPU), a memory794(e.g., a solid state drive, or SSD), and a communication interface796that are communicatively coupled together via a bus connection798. It will be understood that any type of non-transitory computer readable storage device may be used as the memory794in addition or alternative to an SSD. In some example embodiments, the processing circuitry may include a non-transitory computer readable storage device, or memory (e.g., memory794), for example a solid state drive (SSD), storing a program of instructions, and a processor (e.g., processor792) that is communicatively coupled to the non-transitory computer readable storage device (e.g., via a bus connection798) and configured to execute the program of instructions to implement the functionality of some or all of any of the devices and/or mechanisms of any of the example embodiments and/or to implement some or all of any of the methods of any of the example embodiments. It will be understood that, as described herein, an element (e.g., processing circuitry, digital circuits, etc.) that is described as “implementing” an element (e.g., packaging machine700) will be understood to implement the functionality of said implemented element (e.g., the functionality of the packaging machine700). InFIGS.7and8A-8E, the packaging machine700is shown to include multiple separate drive motors716,124,746,766,786coupled to separate, respective portions of devices of the packaging machine700. However, example embodiments are not limited thereto. In some example embodiments, some or all portions of the packaging machine700may be driven by a single, same drive motor (e.g., drive motor124) that is controlled by the control device790. In some example embodiments, the packaging machine700includes a single drive motor124that is mechanically coupled (e.g., via one or more drive transmission mechanisms, including one or more drive belts, meshed gear set, or the like) to each of the packaging supply device710, doser mechanisms702-1to702-n, sealing device740, cutting device760, and conveyor780and is configured to drive each of said devices under control of the control device790and also such that the operation of said devices (and movements of elements thereof) are at least partially synchronized with respect to each other to enable the movement synchronization of various elements as described herein. In some example embodiments, one or more of the described devices of the packaging machine700may be absent. For example, in some example embodiments the packaging machine700may move pre-formed open packages of packaging material, defining respective open enclosures734, into alignment with separate, respective doser mechanisms702-1to702-nto be filled with granular material by the doser mechanisms702-1to702-n, and the packaging machine700may include a sealing device740that seals the open enclosures734of said open packages to form packages770containing respective indexes752of granular material supplied into the open enclosures734from one or more of the doser mechanisms702-1to702-n. The doser mechanisms702-1to702-nmay each be controlled (e.g., based on controlling operation of the respective auger conveyors120via control of the drive motor(s)124) to initiate supplying granular material out of the respective second openings180-2for a particular period of time in response to an open package being moved to be vertically underneath the given doser mechanism and/or to not supply granular material when an open packet is not vertically underneath the given doser mechanism, such that the doser mechanisms702-1to702-nmay each supply a particular amount (e.g., index752) of granular material into separate open packages. In some example embodiments, the cutting device760, folding devices730-1to730-n, and at least a portion of the packaging supply device710may be absent from the packaging machine700. FIG.9is a perspective view of region C of the packaging machine700ofFIG.7, according to some example embodiments. In some example embodiments, and as shown inFIG.9, “n” may be greater than 1 (e.g., inFIG.9may equal 5), and the packaging machine700may include a plurality of doser mechanisms702-1to702-n, each separate doser mechanism configured to be aligned with a separate folded strip728-1to728-nof packaging material and a separate folding device730-1to730-nthat is configured to fold the respective aligned strip726of packaging material to form a separate open enclosure734that is vertically aligned with the respective doser mechanism702-1to702-n. Accordingly, and as shown inFIG.9in relation toFIGS.7and8A-8E, the plurality of doser mechanisms702-1to702-nmay be configured to supply separate, respective amounts (e.g., indexes752) of the supplied granular material310in parallel, “n” process streams, and the packaging supply device710may be configured to supply a plurality of articles of packaging (e.g., strips726-1to726-n) in parallel to the plurality of doser mechanisms702-1to702-nto be folded into a plurality of separate folded strips728-1to728-nthat define separate, respective open enclosures734that may be filled in parallel with supplied granular material310from separate, respective doser mechanisms702-1to702-n. FIG.10is a flowchart illustrating a method of operating a doser mechanism to implement a single index operation, according to some example embodiments. The method shown inFIG.10may be implemented with regard to any of the doser mechanisms according to any of the example embodiments, including for example a control device configured to control one or more portions of the doser mechanisms (e.g., control device790). It will be understood that operations of the method shown inFIG.10may be performed in a different order than shown inFIG.10. It will further be understood that some operations shown inFIG.10may be omitted from the method in some example embodiments and/or some additional operations not shown inFIG.11may be added to the method. At S1002, the auger conveyor of the doser mechanism (e.g., auger conveyor120) is controlled (e.g., based on controlling the operation of a drive motor124thereof) to be caused to be driven, for example to “operate” and/or to be in an “on” operating state, to cause the one or more augers of the auger conveyor (e.g., one or more augers122) to rotate to move granular material (e.g., out of a reservoir400). At S1004, the auger conveyor moves the granular material, based on the driven rotation of the one or more augers thereof, into an internal enclosure (e.g., enclosure102e) of the doser mechanism through a first opening (e.g., first opening180-1) at a first end (e.g.,102-1) of the doser mechanism and further moves the granular material through the enclosure towards a second opening (e.g., second opening180-2) that is closer to an opposite end of the doser mechanism than the first opening is to the opposite end. At S1006, the auger conveyor is controlled (e.g., based on controlling the operation of a drive motor124thereof) to cause the one or more augers to rotate to cause granular material (e.g.,308) to be moved through the internal enclosure from the first end of the doser mechanism (e.g.,102-2) toward the second end (e.g.,102-2) of the doser mechanism along a central longitudinal axis (e.g.,199) of the doser mechanism. At S1006, the rotating one or more augers further move the granular material out of the internal enclosure through the second opening (e.g.,180-2) to exert (e.g., apply) force or pressure (e.g., force380) on a check valve member (e.g.,132) that covers the second opening in a rest position (e.g., rest position306-1). The granular material is moved by the auger conveyor through the second opening so that the granular material is caused (e.g., based on increasing the pressure of granular material308in the enclosure102eproximate or adjacent to the second opening180-2) to exert the force or pressure (e.g., force380) on the check valve member (e.g.,132) to cause the check valve member to move (e.g., push the check valve member) from a rest position (e.g.,306-1) to an open position (e.g.,306-2) to at least partially expose the second opening to an exterior of the doser mechanism, thereby enabling the granular material to move (e.g., flow) through the second opening and out of the doser mechanism (e.g., exit the doser mechanism through the second opening180-2as supplied granular material310). At S1008a determination is made regarding whether to stop operation of the auger conveyor so that the one or more augers of the auger conveyor is in an “off” operating state and is no longer moving and thus is not moving granular material. If not (S1008=NO), the method continues. If so, (S1008=YES), at S1010, the auger conveyor is controlled to be stopped (e.g., switch from the “on” operating state to the “off” operating state) such that the one or more augers are caused to stop rotating (e.g., based on causing the drive motor124to stop rotating). In some example embodiments, the auger conveyor is determined to stop operation at S1008based on a determination of whether the auger conveyor has been in the “on” state (e.g., that the drive motor124has been rotating the driveshaft thereof) for at least a particular (e.g., threshold) period of time. For example, an operation timer for auger conveyor operation may be initialized and/or reset to t=0 seconds at S1002when the auger conveyor is caused to be switched to the “on” operating state at S1002. The auger conveyor may be associated with a threshold operating time (e.g., t=1.2 seconds), which may be stored at a control device controlling the auger conveyor120(e.g., in a memory794of control device790). The control device may determine at S1008whether the elapsed time “t” since performance of S1002equals or exceeds the threshold operating time (e.g., whether t≥1.2). If not, S1008=NO. If so, S1008=YES and the method proceeds to S1010where the auger conveyor is caused to stop. As described herein, the control device790may determine a particular duration of an index operation and/or a rate of rotation of the one or more augers (e.g., based on the operation of the drive motor124) based on a determined (e.g., desired, commanded, etc.) granular material type and/or granular material index amount. The control device790may access a database (e.g., empirically-generated look-up table) to determine the particular duration (e.g., threshold operating time) of an index operation (e.g., duration of rotation of the drive motor124, which may be represented by a duration that electrical power is controlled to be supplied to the drive motor), amount and/or rate of electrical power supplied to the drive motor124, and/or a rate of rotation of the driveshaft of the drive motor124during the index operation (which may be represented by amount and/or rate of power applied to drive motor124) that is associated with the determined (e.g., desired, commanded, etc.) granular material type and/or granular material index amount and may control the drive motor124at S1002-S1008to operate at the determined rate and for the determined duration (e.g., supply the determined amount and/or rate of power for the determined duration), to cause the one or more augers to rotate at a particular corresponding rate for the determined duration, to cause the doser mechanism100to supply a particular amount of an index (e.g.,752) of granular material. The aforementioned look-up table may be empirically generated using a doser mechanism100that includes the same type of check valve130as the doser mechanism100being controlled by the control device790to perform the index operation, such that the index duration (e.g., drive motor operation duration) and drive motor rate of rotation (e.g., amount and/or rate of supplied electrical power, driveshaft rate of rotation, etc.) stored in the look-up table correspond accurately to the corresponding index amount and type of the granular material. At S1012, due to the auger conveyor stopping, the movement of granular material to and through the second opening may be stopped or reduced, and the force or pressure exerted on the check valve member by the granular material through the second opening ceases or is reduced. As a result of the ceasing or reduction of such exerted force or pressure, the check valve member moves (e.g., relaxes) from the open position to the rest position to at least partially cover (e.g., obstruct) the second opening to partially or completely retain the granular material still in the internal enclosure and/or second opening (e.g., based on creating a back pressure on the granular material still in the internal enclosure and/or second opening) and thus to at least partially restrict or prevent movement (e.g., drainage) of granular material out of the internal enclosure through the second opening and thus out of the doser mechanism while the auger conveyor is stopped. As described herein, the check valve (e.g., check valve130) may be “open” when the valve member (e.g., valve member132) thereof is in an open position (e.g., open position306-2), and the check valve may be in “closed” when the valve member (e.g., valve member132) thereof is in a rest position (e.g., rest position306-1). It will be understood that controlling the auger conveyor (e.g., starting and/or stopping the auger conveyor) may be implemented based on controlling a supply of electrical power to a drive motor (e.g.,124) to transmit power to the auger of the auger conveyor and/or controlling a drive transmission to control the transmission of power from a drive motor to the one or more augers. Such control may be implemented by a control device (e.g.,790) which may implement such control based on controlling (e.g., adjusting, initializing, inhibiting, etc.) the supply of electrical power to one or more drive motors and/or actuators associated with one or more drive transmissions. FIG.11is a flowchart illustrating a method of operating a packaging machine that includes one or more doser mechanisms, according to some example embodiments. The method shown inFIG.11may be implemented with regard to any of the packaging machines according to any of the example embodiments (e.g., implemented by a control device controlling the packaging machine and/or doser mechanism). The method shown inFIG.11may be implemented with regard to any of the packaging machines according to any of the example embodiments, including for example a control device configured to control one or more portions of the packaging machines (e.g., control device790). It will be understood that operations of the method shown inFIG.11may be performed in a different order than shown inFIG.11. It will further be understood that some operations shown inFIG.11may be omitted from the method in some example embodiments and/or some additional operations not shown inFIG.11may be added to the method. At S1102, a packaging supply device of the packaging machine (e.g., packaging supply device710) is operated (e.g., based on controlling a drive motor and/or drive transmission) to supply a sheet of packaging material (e.g., from a roll of packaging material). At S1104, the sheet of packaging material is supplied into contact with an array of cutting devices (e.g., blades722-1to722-(n−1)) which may divide the sheet of packaging material into a plurality of separate strips of packaging material (e.g., strips726-1to726-n). At S1106-S1114, each separate strip of packaging material may be directed to be fed through a separate process stream of “n” process streams of the packaging machine700. Step S1104may be absent when the packaging machine700includes a single process stream. Steps S1106-S1114may be each described with reference to an nth process stream, but it will be understood that steps S1106-S1114may be performed at least partially in parallel in the1to nth process streams. At S1106, each separate strip of packaging material may be folded, for example by a separate folding device (e.g.,730-n), into a separate folded strip (e.g.,728-n) defining an open enclosure (e.g.,734) having an opening (e.g.,734o) at a proximate end (e.g.,734a) and an end seal (e.g.,748) at a distal end (e.g.,734b). The strip may be fed to the folding device (e.g.,730-n) so that the nth folded strip defines an open enclosure that is enclosed perpendicularly to the local feed direction of the strip and is open at a top end that faces upwards as the folded strip is continued to be fed in the given process stream and is closed (e.g., by an end seal748) at a bottom end. At S1108, each separate doser mechanism of the packaging machine (e.g.,702-n) may supply a particular amount (e.g., index752) of granular material into a separate open enclosure (e.g.,734) defined by a separate folded strip of packaging material (e.g.,728-n) through the open end thereof to at least partially fill the distal end of the open enclosure of the folded strip (e.g., fill at least a distal portion of the open enclosure that is adjacent to the end seal (e.g.,748) that closes the distal end of the open enclosure) with at least a particular amount (e.g., index752) of granular material. As shown inFIGS.7and8C, each doser mechanism of each respective process stream may be at least partially vertically aligned (e.g., at least partially vertically overlapped) with the open top end of a separate open enclosure of a separate folded strip of packaging material. Each doser mechanism may be controlled to implement an index operation that supplies a flow of granular material (e.g., supplied granular material310) at a particular rate, for a particular duration, before stopping the flow, to cause the particular amount (e.g., index752) of granular material to be supplied into the open enclosure. Such control may be implemented based on controlling a duration, applied power, and/or rate of rotation of a drive motor (e.g., servomotor) of the doser mechanism. At S1110, a folded strip having an open enclosure at least partially filled (e.g., at least the distal portion734-1is filled) with an index (e.g.,752) of granular material supplied from a doser mechanism is fed in a local feed direction (e.g., downwards) to a sealing device (e.g., sealing device740) that seals at least the filled portion (e.g., distal portion734-1) of the open enclosure to partition the distal portions (e.g.,734-1) of the open enclosure, and the index of granular material contained therein, into a separate sealed enclosure (e.g.,750), also referred to as a sealed article of packaging, sealed pouch, sealed package, sealed packet, or the like, that is defined to extend between adjacent and opposite end seals in the folded strip and contains a particular amount of granular material therein (e.g., index752), the sealed enclosure being partitioned in the nth local feed direction by an end seal (e.g.,748) formed by sealing opposing inner surfaces of the open enclosure. The packaging machine700may be configured to partition the folded strips728-1to728-ninto sealed enclosures750that each contain an index752of granular material that is a same or substantially same amount (e.g., dose) of granular material. The operation of the sealing device may be synchronized with the operation of a doser mechanism so that the sealing device forms an end seal to seal a given distal portion of the open enclosure, and index contained therein, after the completion of an index operation by the doser mechanism and prior to the starting of a next index operation (e.g., the doser mechanism is in an “off” operating state and is not presently supplying granular material). As a result, the operation of the sealing device, by sealing a given distal portion of the open enclosure and contained index from a proximate portion of the open enclosure, forms a new end seal that establishes a new distal end and distal portion of the open enclosure that is devoid (e.g., empty) or substantially devoid of granular material prior to the start of a new index operation by the doser mechanism to at least partially fill the new distal portion of the open enclosure with a new index of granular material. As a result, such synchronization may improve the accuracy and precision of the amount of each index of granular material in each sealed enclosure and may further reduce or prevent granular material from being trapped in a formed end seal. At S1112, each nth folded strip having isolated (e.g., partitioned) sealed enclosures separated by end seals is fed in an nth local feed direction (e.g., downwards) from the sealing device to a cutting device (e.g., cutting device760) that cuts through each separate end seal of the nth folded strip to separate distal (e.g., bottom) sealed enclosures of the nth folded strip from a remainder of the nth folded strip to thus establish (e.g., form) packages (e.g., packages770, also referred to herein as articles of packaging) that each contain a particular amount (e.g., index752, dose, etc.) of granular material. At S1114, the packages are provided, or supplied, to a collection area or bin. The packages may be allowed to fall from the cutting device to a collection area or bin. The packages may be directed to a conveyor that transports the packages to a collection area or bin. Example embodiments have been disclosed herein; it should be understood that other variations may be possible. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure, and all such modifications as would be obvious to one skilled in the art are intended to be included within the scope of the following claims. | 146,289 |
11858674 | DESCRIPTION The following detailed description refers to the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar elements. While embodiments of the invention may be described, modifications, adaptations, and other implementations are possible. For example, substitutions, additions, or modifications may be made to the elements illustrated in the drawings, and the methods described herein may be modified by substituting, reordering, or adding stages to the disclosed methods. Accordingly, the following detailed description does not limit the invention. Consistent with embodiments of the invention, a container may be provided. The container may comprise a first surface and a second surface concentric with the first surface. The first surface and the second surface may define a volume. The volume may house a concentric length of multiple single conductors arranged in parallel. With embodiments of the invention, multiple conductors may be non-bound, paralleled, cabled, twisted, non-twisted or bundled (e.g. with a binder) together and laid in a circular pattern in the container. Paralleled conductors may be conductors arranged such that they are substantially parallel to one another. A conductor may be any material that may conduct electricity, light, or any signal. Examples of a conductor may include copper wire, a data cable, a fiber optic cable, and aluminum wire. An example of the container may be a barrel for housing multiple conductors. The circular pattern may be helically distributed horizontally within the container assembly with a center core and an outside diameter that is larger than the circular pattern effectively forming a horizontal layer. Moreover, each horizontal layer may be layered or stacked vertically. If the container assembly is layered and stacked, then an end user may be able to easily payoff the multiple conductors from the center of the container assembly without having to set up a reel, thus eliminating the need to lift reels and issues associated with paying off on reels. Additionally, a cart may be adapted or modified to allow the container to be secured, moved, and located where needed. For example, the container may be located near or equipped with a barrel tap wire guide that may center the conductors over the container and allows it to be pulled where needed. FIG.1Ashows a multiple conductor barrel assembly100(e.g., a container) that may be used to store, transport, and feed a cable. Multiple conductor barrel assembly100may comprise a first surface (e.g., an outer wall102), a second surface (e.g., a middle wall104), and a third surface (e.g., an inner wall106). Outer wall102and middle wall104may form a first volume108(e.g., a first cavity) and middle wall104and inner wall106may form a second volume110(e.g., a second cavity). Inner wall106may form a third volume112(e.g., a third cavity). Multiple conductor barrel assembly100may further comprise a bottom plate114. WhileFIG.1Ashows middle wall104and inner wall106each having a cylindrical profile, as shown inFIG.1B, an inner surface116may comprise a conical profile. In addition, as shown inFIG.1Ca multiple conductor assembly100amay comprise bottom plate114and inner surface116. The multiple conductors may be wrapped around inner surface116. As will be describe in greater detail below, first volume108, second volume110, and third volume112may be used to house and feed cables. Furthermore, items other than cables may be stored in the cavities. For instance, third volume112may include various materials such as an electrician's tools or other supplies (e.g., wire nuts, receptacle boxes, etc.). Moreover, any number of walls and any number of cavities may be used consistent with embodiments. Consistent with embodiments of the invention, any of the surfaces (e.g. first surface, a second surface, a third surface, etc.) may be solid, may contain holes, may have slots, may have spaces, and may form any structure (e.g. a frame structure.) The surfaces are not limited to being solid. The cable may comprise a single conductor (e.g., THHN) or may have multiple conductors (e.g., MC cable, parallel cables, parallel conductors, multiple sets of bound cables, insulated, un-insulated, etc.). The multiple conductors may be unbound or may be bound together. The multiple conductors may be bound together by twisting the multiple conductors together, placing a binding wire or tape around the multiple conductors, or a jacket may be placed around the multiple conductors. In addition, the multiple conducts may laid in the multiple conductor barrel assembly100simultaneously. FIG.2shows top view of multiple conductor barrel assembly100having a first conductor202stored in first volume108and a second conductor204stored in second volume110. First conductor202and second conductor204may be placed in multiple conductor barrel assembly100such that they form concentric circles. For instance,FIG.2shows first conductor202having a lay that forms counter-clockwise concentric circles and second conductor204having a lay that forms counter-clockwise concentric circles. WhileFIG.2shows first conductor202and second conductor204having the same lay direction, first conductor202and second conductor204may have the opposite lay directions (i.e., first conductor202laying clockwise and second conductor204laying counter-clockwise). As will be described in greater detail below with regard toFIG.4, each set of concentric circles may form a horizontal layer in multiple conductor barrel assembly100. FIG.3shows a side view of multiple conductor barrel assembly100. As shown inFIG.3, multiple conductor barrel assembly100may include a barrel tap wire guide302that may facilitate removal of first conductor202and second conductor204from multiple conductor barrel assembly100. Barrel tap wire guide302may comprise an opening304in at least one leg306. Leg306may be flexible, ridged, and adjustable. Leg306may be fixed to a top308or may be rotatably connected to top308. Top308may be fixed to or may be rotatably connected to multiple conductor barrel assembly100. WhileFIG.3shows barrel tap wire guide302having a curved dome type structure, barrel tap wire guide302may be any shape such as a pyramid, a conical structure, etc. Opening304may allow first conductor202and/or second conductor204to exit multiple conductor barrel assembly100. Barrel tap wire guide302may also include additional features not shown such as a twister and devices that may braid or bind first conductor202to second conductor204. FIG.4shows a cross-section of multiple conductor barrel assembly100along section line AA shown inFIG.2.FIG.4shows first conductor202forming layers1through n and second conductor204forming layers1through m. As shown inFIG.4, first conductor202and second conductor204may have different diameters and therefore there may be more or less layers formed by second conductor204than by first conductor202. During use, first conductor202and second conductor204may be pulled by a user through opening304. First conductor202and second conductor204may both be fed from multiple conductor barrel assembly100through opening304. Also, first conductor202may be fed from multiple conductor barrel assembly100through opening304independently from second conductor204. In addition, whileFIG.4shows first conductor202and second conductor204being fed into independent sections, first conductor202and second conductor204may be fed into the same section (e.g., first volume108or second volume110). In other words, each volume may receive more than one conductor. Barrel tap wire guide302may have multiple openings for first conductor202and second conductor204separately. Furthermore, whileFIGS.1through4show multiple conductor barrel assembly100as being circular, embodiments may comprise other shapes. For example, multiple conductor barrel assembly100may be square, rectangular, spherical, or any other shape. For example, in various embodiments, outer wall102and middle wall104may be circular, and inner wall106may be rectangular. In addition, whileFIGS.1through4show multiple conductor barrel assembly100having cavities of differing volumes, the cavities may have the same volume. Furthermore, first volume108may be sized to hold a first particular amount of a first conductor (e.g., 2,500 feet of 12 gauge wire) and second volume110may be sized to a second particular amount of a second conductor (e.g., 2,500 feet of a 18 gauge wire). The conductors housed in the different cavities may be of the same type. For instance, first volume108and second volume110may each house 5,000 feet of 12 gauge wire. Moreover, whileFIGS.1-4show a single conductor housed in each cavity of multiple conductor barrel assembly100, each cavity may house multiple conductors. For example, first volume110may house two parallel conductors (e.g., a 12 gauge black wire and a 12 gauge white wire) and second volume112may house a single conductor (e.g., a 12 gauge green wire). FIG.5shows another embodiment of barrel tap wire guide302. Barrel tap wire guide302may comprise a plurality of legs (e.g., a first leg502, a second leg504, and a third leg506) that may be connected to a collar510. Collar510may receive an insert512. The connection points where the plurality of legs may connect to collar510may pivot. In addition, the plurality of legs may be adjustable in length. Furthermore, the plurality of legs may comprise clamps that may be used to connect barrel tap wire guide302to multiple conductor barrel assembly100. Set screws may be used to secure insert512into collar510. FIG.6shows insert512in more detail. Insert512may comprise a male portion602that may mate with collar510. Insert512also may comprise a neck604and a top portion606. Top portion606may include a shaped surface608that may provide conductors a smooth transition away from barrel tap wire guide302as it passes up through neck604and out of top portion606. Shaped surface608may be curved, arc-shaped, parabolic, or any other shape that may provide a smooth transition. Shaped surface608may allow conductors to be pulled from multiple conductor barrel assembly100without damage to the conductors. Neck604may also include a shaped surface (not shown) exposed to conductors entering insert512through the bottom of neck604. Neck604's shaped surface may be shaped similarly to shaped surface608and may allow the conductors to enter insert512without damage. In addition, the shaped surfaces may allow the conductors to be pulled in any direction without damage. Insert512may act to hinder the conductors from falling back into multiple conductor barrel assembly100when not being pulled by a user. For instance, the conductors may have a natural twist imparted upon them as they are pulled from multiple conductor barrel assembly100. This natural twist may cause portions of the conductors to rest against the inner surface of neck604. The friction between the conductors and the inner surface may hinder the conductors from falling back into multiple conductor barrel assembly100. Insert512may also include a lubricant applying member (not show) that may apply a lubricant to the conductors as they pass through insert512. FIG.7shows yet another embodiment of barrel tap wire guide302that may be attached to the top of multiple conductor barrel assembly100. Barrel tap wire guide302may comprise a plurality of legs (e.g., a first leg702, a second leg704, and a third leg706) and a feeder ring708. Conductors from each of cavities multiple conductor barrel assembly100may be pulled together a through feeder ring708. Feeder ring708may be manufactured such that portions that may contact the conductors do not rub against a sharp edge. In addition, feeder ring708may be configured to apply a lubricant to wires or cable being pulled through it. Barrel tap wire guide302may be permanently attached or removable. Barrel tap wire guide302may include a cap structure710that may facilitate removal of conductors from multiple conductor barrel assembly100. Cap structure710may comprise an opening712. Cap structure710may be flexible or may be ridged. Cap structure710may be fixed or may be rotatably connected to multiple conductor barrel assembly100. WhileFIG.7shows cap structure710having a curved structure, cap structure710may be any shape such as a pyramid, a conical structure, etc. Cap structure710may also include additional features not shown such as a twister and devices that may braid or bind conductors together. Barrel tap wire guide302may comprise a locking mechanism (not shown) that may comprise a choking member located internal or external to barrel tap wire guide302, cap structure710, or opening712. The choking member may hinder wires or cables from traveling back into multiple conductor barrel assembly100. For instance, during operation an electrician may pull wires or cables through cap structure710. The choking member may then prevent the wires and cables from slipping back into multiple conductor barrel assembly100. This may prevent the electrician from having to feed the wires and cables though barrel tap wire guide302every time he cuts the conductors. Conductors used in conjunction with multiple conductor barrel assembly100, insert512, and/or cap structure710may also comprise a cable having a jacket having a built-in lubricant (e.g., SIMPULL® cable) to lower the pulling force need to pull the wires or cables past surfaces they may contact. FIG.8shows a method800and configuration that may allow a multiple conductor barrel assembly802to be stacked on top of another multiple conductor barrel assembly804. As show inFIG.8, multiple conductor barrel assembly802and multiple conductor barrel assembly804may include complementary surfaces to facilitate stacking. For example, a male surface806and a female surface808. During stacking, male surface806may mate with female surface808to create an interlocking effect that may help hinder multiple conductor barrel assembly802from sliding off multiple conductor barrel assembly804. When multiple conductor barrel assembly802is located atop multiple conductor barrel assembly804, the weight of multiple conductor barrel assembly802, coupled with the interaction between male surface806and female surface808, may keep multiple conductor barrel assembly802from sliding off the top of multiple conductor barrel assembly804. In addition, male surface806and female surface808may include locking members that may create an interlocking connection. For example, male surface806may include tenons (not shown) that fit within mortises (not shown) located in female surface808. Upon the tenons being inserted into the mortise, multiple conductor barrel assembly802may be rotated about an axis810as indicated by arrow812. This rotation may lock multiple conductor barrel assembly802to multiple conductor barrel assembly804. FIG.9shows a multiple conductor barrel900comprising graduations902. Multiple conductor barrel900may comprise an outer barrel904and an inner barrel906. Inner barrel906may have an outer surface908. Graduations902may be located on outer surface908. In addition, outer barrel904may have an inner surface910. Graduations902may be located on inner surface910. The graduations may be placed on an external surface such as a yardstick. During manufacturing, graduations902may be printed directly on inner surface910or outer surface908. Embodiments may also include graduations902being printed on a sticker or other label (not shown) and applied to inner surface910or outer surface908. Further embodiments may comprise multiple conductor barrel900being comprised of a transparent portion, or be manufactured entirely out of a transparent material, that may allow a user to view an amount of conductors located in multiple conductor barrel900. FIG.10shows a label1000that may be attached to multiple conductor barrel900. Label1000may include a designation1002. Designation1002may include text describing the type of cable in multiple conductor barrel900. For instance, designation1002, as shown inFIG.10, may indicate that a cable stored in multiple conductor barrel900may comprise seven 14 gauge conductors in parallel. Other information that may be included on label1000includes the number of conductors within multiple conductor container900and the amount of each contained in multiple conductor container900. For instance, multiple conductor container900may contain 1,000 feet of a AWG #14 white wire and 1,500 feet of a AWG #18 green wire. Label1000may also include a scale1004. Scale1004may provide a user with information to estimate a remaining amount of cable in multiple conductor barrel900. For instance, scale1004, as shown inFIG.10, may indicated that for every one unit of graduation in graduations902there may be 650 feet of the seven 14 gauge conductors. For example, graduations902, as shown inFIG.9, include 12 units, so multiple conductor barrel900, when full, may contain 7,800 feet of cable (650 feet/unit X 12 units). During use an electrician may estimate he needs 3,500 feet of cable for a particular job. To determine if multiple conductor barrel900contains enough cable for the particular job, he may use label1000in conjunction with graduations902to determine that if multiple conductor barrel900contains less than 6 units (3,500 feet/650 ft/unit=5.38 units of conductors), he may not have enough cable for the particular job. Graduations902may be conductor specific or standard sizes. For example, multiple conductor barrel900may be manufactured with graduations902spaced for a particular cable (e.g., a 14 gauge wire). Embodiments may also include using label1000to allow for multiple conductor barrel900to be manufactured with standard graduations. For instance, multiple conductor barrel900may be a standard barrel size that may be able to accept multiple types of conductor ranging from very small gauges to very large gauges and from a single conductor to multiple conductors of varying gauges. Having a standard barrel with standard graduations may make the manufacturing of multiple conductor barrel900more efficient than manufacturing barrels having different graduations for different conductor sizes. Label1000may also include other information. For instance, an estimated weight of multiple conductor barrel900may be included on label1000. For example, label1000may indicate that each unit of graduation is approximately 100 pounds of cable. Thus, when multiple conductor barrel900is full of conductor (i.e., has 12 units of conductor) it may weigh approximately 1,200 lbs. This information may be useful when estimating shipping weights. Other information that may be included on label1000may include, for example, a lot number, model number, serial number, manufacturing date, and manufacturing location. In addition, label1000may include a barcode1006that may allow a user to determine information about the contents of multiple conductor barrel900. Furthermore, an application running on a computer1100, shown inFIG.11, (e.g., a smartphone) may receive information that allows the computer calculate an amount of wire remaining in multiple conductor barrel900. As shown inFIG.11, computer1100may include a processing unit1112, a memory unit1114, a display1116, and an input unit1118. Memory unit1114may include a software module1120and a database1122. While executing on processing unit1112, software module1120may perform processes for determining an amount of conductor remaining in multiple conductor barrel900, including, for example, one or more stages included in method1200described below with respect toFIG.12. Computer1100(“the processor”) may be implemented using a personal computer, a network computer, a mainframe, a smartphone, or other similar computer-based system. Computer1100may also be configured to transmit data to a supplier or manufacturer. For instance, if there is a problem with the wire in multiple conductor barrel900a user, using computer1100, may scan barcode1006located on label1000and transit the information to the supplier of manufacturer of multiple conductor barrel900. The processor may comprise any computer operating environment, such as hand-held devices, multiprocessor systems, microprocessor-based or programmable sender electronic devices, minicomputers, mainframe computers, and the like. The processor may also be practiced in distributed computing environments where tasks are performed by remote processing devices. Furthermore, the processor may comprise a mobile terminal, such as a smart phone, a cellular telephone, a cellular telephone utilizing wireless application protocol (WAP), personal digital assistant (PDA), intelligent pager, portable computer, a hand held computer, or a wireless fidelity (Wi-Fi) access point. The aforementioned systems and devices are examples and the processor may comprise other systems or devices. FIG.12is a flow chart setting forth the general stages involved in method1200for determining an amount of wire remaining in multiple conductor barrel900. Method1200may be implemented using, for example, computer1100as described in more detail above. Ways to implement the stages of method1200will be described in greater detail below. Method1200may begin at starting block1205and proceed to stage1210where computer1100may receive input. For example, after using some of the conductor in multiple conductor barrel900, an electrician may input information into computer1100. For instance, the electrician may input the graduation displayed on label1000and other information such as wire size, barrel size, etc. Some of the inputs may be received by computer1100reading barcode1006on label1000. In other words, the electrician may read and input the graduation reading into computer1100. The electrician may cause computer1100to read barcode1006to gather any other information needed to calculate the amount of wire remaining in multiple conductor barrel900. As an alternative or in addition to the graduation reading, the electrician may enter a weight of multiple conductor barrel900or a total resistance of the wire remaining in multiple conductor barrel900. From stage1210, where computer1100received the input, method1200may advance to stage1215where computer1100may calculate an amount of conductor remaining in multiple conductor barrel900. For example, computer1100may use a formula stored in memory unit1114to calculate the remaining amount of wire. Barcode1006, for example, may provide computer1100with information needed to retrieve information about multiple conductor barrel900and/or about the contents of multiple conductor barrel900from a manufacturer via the internet, for example. After reading barcode1006, computer1100may obtain a calibration scale for graduations902. In addition, barcode1006may allow computer1100to retrieve information that may be combined with other data from the electrician to determine an amount of conductor in multiple conductor barrel900. For example, after reading barcode1006, the electrician may input a property such as, for example, the weight of multiple conductor barrel900or the overall resistance of the conductor remaining in multiple conductor barrel900. For this information, computer1100may calculate the amount of conductor remaining in multiple conductor barrel900. From stage1215, where computer1100calculates the remaining amount of wire in multiple conductor barrel900, method1200may advance to stage1220where computer1100may display the remaining amount of wire in multiple conductor barrel900. In addition, computer1100may transmit the remaining amount of wire in multiple conductor barrel900to a supplier, manufacturer, or other entity. For example, computer1100may transmit the remaining amount of conductor to a supplier notifying the supplier that the electrician may need more wire. In addition, if there is some defect with multiple conductor barrel900or the conductor located therein, the supplier or manufacturer may be notified and the electrician given a credit, discount, or other monetary compensation. From stage1220, where computer1100may transmit data, method1200may end at stage1225. FIG.13shows a flow chart for a process1300for packaging multiple conductors. First, in stage1302, the multiple conductors may be fed from a payoff reel. The payoff reel may be part of a production line. For example, as the multiple conductors are being manufactured they may be fed to a take-up reel. After the multiple conductors are manufactured, the take-up reel may be stored for use in process1300either immediately or at a later day. The take-up reel may be any container suitable for storing the multiple conductors. For example, the multiple conducts may be stored in stems, barrel, reels, or as coils. After the multiple conductors are manufactured and fed to the take-up reel, process1300may proceed to stage1304where the multiple conducts may pass through a tension equalization fixture (shown inFIG.14). The tension equalization fixture may comprise a wire straightener1406(shown inFIG.14). The wire straightener may help remove memory or twist in the wire that may have developed while feeding the multiple conductors from a payoff reel or a production line. For example, wire straightener1406may comprise a set of rollers that the multiple conductors may pass through. The height of the rollers may be adjusted to increase or decrease the pressure on the conductors. The increase or decrease in pressure may act to further straighten the wires. After the multiple conductors pass through the tension equalization fixture, process1300may proceed to stage1306where the multiple conductors may pass through a monitoring station1400, shown inFIG.14. Monitoring station1400may comprise a plurality of optical sensors1402. Plurality of optical sensors1402may utilize lasers and a Doppler Effect to measure a speed the conductors travel. In addition, the plurality of optical sensors1402may measure a length of the conductors. For example, the conductors may travel through a guide1404(shown in greater detail inFIG.15). Monitoring station1400may allow a user to detect problems with laying the multiple conductors in multiple conductor barrel assembly100. For example, as shown inFIG.15, a first conductor1502and a second conductor1506may pass through one of a plurality of guide holes1504located in guide1402. Monitoring station1400may monitor the length of each of the conductors being fed into multiple conductor barrel assembly100. If the length or amount of each conductor being fed into multiple conductor barrel assembly100varies by a preset margin, process1300may terminate or an operator may be notified. After process1300terminates or the operator is notified, corrective measures may be taken. The preset margin may be measured as a percentage of total feet or a percentage of feet for a given feed rate. For example, first conductor1502may feed at a faster rate than second conductor1506. To ensure that roughly the same amount of first conductor1502and second conductor1506are laid in multiple conductor barrel assembly100, may alert the operator when the difference between the amount of first conductor1502and second conductor1506exceeds a certain amount. After the multiple conductors pass through monitoring station1400, process1300may proceed to stage1308where the multiple conductors may be fed from monitoring station1400to a tension equalization capstan1600(shown inFIG.16). Tension equalization capstan1600may assist the conductors to flow smoothly. Tension equalization capstan1600may pull the conductors from the payoff reel through monitoring station1400. Tension equalization capstan1600may assist in minimizing and/or eliminating variables such as wire bends, issues with stiff wires, and tangles. Tension equalization capstan1600may be a motor driven drum that may rotate at a constant speed. In addition, tension equalization capstan1600may comprise multiple motor driven drums. For example, each conductor may have its own motor driven drum that may operation at differing speeds than other motor driven drums. Tension equalization capstan1600may rotate at the constant speed regardless of a speed other capstans. The speed at which tension equalization capstan1600rotates may be set higher than a highest speed the multiple conductors may be fed at. The highest speed may be the actual speed the multiple conductors are fed to multiple conductor barrel100or it may be an anticipated highest speed. During operation, the multiple conductors may be in a loosely or tightly wrapped around drum1602. For example, if the multiple conductors are being pulled, they may be wrapped around drum1602tighter than if they were not being pulled. Drum1602may be rotating in the direction the multiple cables are traveling. If there is no tension on the multiple conductors, drum1602may rotate without moving the multiple conductors moving. This rotation without the multiple conductors moving may facilitate a smooth flow of wire between the tension equalization capstan and multiple conductor barrel assembly100. Drum1602may have a finely machined finish. The finely machined finish may be located on the exterior of drum1602where the multiple conductors contact drum1602. The finely machined finish may allow the drum to rotate freely when no or little tension is on the multiple conductors. The finely machined finish may also allow the drum to feed the multiple conductors. As shown inFIG.16, drum1602may also comprise a plurality of groves1604. Groves1604may assist in keeping the multiple conductors from becoming tangled or crossing one another. Tension equalization capstan1600may also comprise a guide1606, which may be similar to guide1402shown inFIG.15, having a plurality of holes. Each hole may receive one of the multiple conductors. Guide1606may assist in keeping the multiple conductors separate and may help hinder the multiple conductors from drifting and becoming tangled. From stage1308where the multiple conductors may be fed to tension equalization capstan1600, process1300may proceed to stage1310where a variable speed drive system1700(shown inFIGS.17A and17B) may package the multiple conductors. During process1300, each of the multiple conductors may be fed from tension equalization capstan1600to variable speed drive system1700. Variable speed drive system1700may comprise a drive wheel1702, a pressure roller1704, a feed channel1706, and a feed tube1708. During operation, the multiple conductors may be fed through drive wheel1702and pressure roller1704. The rotation drive wheel1702may pull the multiple conductors and cause them to tighten around drum1602and may cause the multiple conductors to move in unison. The pressure applied by pressure roller1704to drive wheel1702may assist drive wheel1702in gripping the multiple conductors. For example, if the multiple conductors have lubricated insulation, pressure may be applied via pressure roller1704to increase the friction between drive wheel1702and the lubricated insulation. This increased friction may assist in minimizing slippage between drive wheel and the multiple conductors. Pressure roller1704may apply pressure via a hydraulic, pneumatic, or electric actuator. Pressure roller1704may comprise grooves or protrusions (1710inFIG.17B) that may mate with corresponding protrusion or grooves (1712inFIG.17B) in drive wheel1702to assist in increasing a contact surface area. The increased contact surface area may assist in minimizing slippage when a lubricated wire is used. The multiple conductors may exit drive wheel1702and enter feed channel1706. From feed channel1706, the multiple conductors may enter feed tube1708where they may feed into multiple conductor barrel assembly100. Feed channel1706may assist in orienting the multiple conductors. The orientation may allow the multiple conductors to be laid in a manner such that any memory or twist in the multiple conductors may enter multiple conductor container assembly100in coincide with one another. In other words feed channel1706may cause the multiple conductors to have a singular memory. A singular memory may comprise any memory or twist in each of the conductors coinciding with any memory or twist of other conductors. FIG.17Cshows an embodiment of drive wheel1702and pressure roller1704. As shown inFIG.17C, drive wheel1702may comprise multiple sections (e.g., a first section1714, a second section1716, a third section1718, and a fourth section1720). The multiple sections may be of equal diameter. Pressure roller1704may comprise multiple sections (e.g., a fifth section1722, a sixth section1724, a seventh section1726, and an eighth section1728. The sections of pressure roller1704may comprise tenons1730. Drive wheel1702may comprise grooves1732. During operation, tenons1730may nestle within grooves1732. The tolerances between grooves1732and tenons1730may be such that during operation the conductors sandwiched between the pressure roller1704and drive wheel1702have very little room to move vertically or laterally. The tight tolerances may also help to prevent damage to the conductors and any sheathing that may cover the conductors. In addition, the tight tolerances help to ensure that a consistent length of conductor is being fed with each revolution of the drive wheel1702. Multiple conductors (e.g., a first conductor1734, a second conductor1736, a third conductor1738, and a fourth conductor1740) may pass between drive wheel1702and pressure roller1704. During installation of the multiple conductors into container100, drive wheel1702may rotate at a predetermined speed. Depending on the diameter of drive wheel1702, each revolution of drive wheel1702may advance a given amount to the multiple conductors. For example, the multiple sections of drive wheel1702may have a diameter of six-inches. For a six-inch diameter, the drive wheel may advance the multiple conductors approximately 19 inches per revolution. Groves1732and tenons1730may be coated with a material (e.g., rubber) to help increase friction between drive wheel102and the multiple conductors. The multiple sections of drive wheel1702may rotate in unison or they may rotate independently of each other. For example, the multiple sections of drive wheel1702may share a common axel1742. One revolution of axel1742may cause each of the multiple sections to rotate one revolution. Each of the multiple sections may also rotate on respective independent axes (not shown). For example, first section1714may be connected to a first axis (not shown) that may be driven by a first motor (not shown), second sections1716may be connected to a second axis (not shown) that may be driven by a second motor (not shown), etc. Because the multiple sections are independent of each other, the speed of each may be increased or decreased without affecting the speed of others. In addition to a single drive wheel, embodiments may comprise multiple drive wheels and multiple pressure rollers. FIG.17Dshows an embodiment of drive wheel1702and pressure roller1704. As shown inFIG.17D, drive wheel1702may comprise multiple sections (e.g., first section1714, second section1716, third section1718, and fourth section1720). The multiple sections may be of unequal diameter. For example, first section1714may be six-inches in diameter and fourth section1720may be three-inches in diameter. Pressure roller1704may comprise multiple sections (e.g., fifth section1722, sixth section1724, seventh section1726, and eighth section1728. The sections of pressure roller1704may comprise tenons1730. Drive wheel1702may comprise grooves1732. During operation tenons1730may nestle within grooves1732. Multiple conductors (e.g., first conductor1734, second conductor1736, third conductor1738, and fourth conductor1740) may pass between drive wheel1702and pressure roller1704. During installation of the multiple conductors into container100, drive wheel1702may rotate at a predetermined speed. Depending on the diameter of each section of drive wheel1702, each revolution of drive wheel1702may advance a given amount to the multiple conductors. For example, first section1714of drive wheel1702may have a diameter of six-inches and fourth section of drive wheel1702may have a diameter of three-inches. For the six-inch diameter first section1714may advance first conductor1734approximately 19 inches per revolution and the three-inch diameter fourth section1720may advance fourth conductor1740approximately 9.5 inches per revolution. Grooves1732and tenons1730may be coated with a material (e.g., rubber) to help increase friction between drive wheel102and the multiple conductors. The multiple sections of drive wheel1702may rotate in unison or they may rotate independently of each other. For example, the multiple sections of drive wheel1702may share a common axel1742. One revolution of axel1742may cause each of the multiple sections to rotate one revolution. Each of the multiple sections may also rotate on respective independent axes (not shown). For example, first section1714may be connected to a first axis (not shown) that may be driven by a first motor (not shown), second sections1716may be connected to a second axis (not shown) that may be driven by a second motor (not shown), etc. Because the multiple sections are independent of each other, the speed of each may be increased or decreased without affecting the speed of others. In addition to a single drive wheel, embodiments may comprise multiple drive wheels and multiple pressure rollers. FIGS.18A and18Bshow a method and configuration that may be implemented to lay multiple conductors in multiple conductor barrel assembly100with first conductor202and second conductor204. In the embodiment shown inFIG.18A, multiple conductor barrel assembly100may be located proximate feed tube1708. Feed tube1708may feed first conductor202and second conductor204at a constant or variable speed as indicated by arrow1804. While first conductor202and second conductor204is being fed from feed tube1708, multiple conductor barrel assembly100may be rotated about an axis1806as indicated by arrow1808. During loading of multiple conductor barrel assembly100with first conductor202and second conductor204, the rotational speed of multiple conductor barrel assembly100may be constant or variable. Consistent with embodiments of the invention, feed tube1708may feed first conductor202and second conductor204at a constant speed and multiple conductor barrel assembly100may rotate at a constant speed. In addition, feed tube1708may feed first conductor202and second conductor204at a variable speed and multiple conductor barrel assembly100may rotate at a constant speed. Furthermore, feed tube1708may feed first conductor202and second conductor204at a variable speed and multiple conductor barrel assembly100may rotate at a constant speed. Moreover, consistent with embodiments of the invention, feed tube1708may feed first conductor202and second conductor204at a variable speed and barrel assembly100may rotate at a variable speed. By varying the feed first conductor202and second conductor204and/or the speed at which multiple conductor barrel assembly100, the placement location of first conductor202and second conductor204in multiple conductor barrel assembly100may be controlled. Also, during manufacturing, feed tube1708may be stationary or it too, may rotate. For example, consistent with embodiments of the invention, both feed tube1708and multiple conductor barrel assembly100(as indicated inFIG.18Aby assembly1810) may rotate about axis1812as indicated by arrow1814. While assembly1810may be rotating about axis1812, barrel assembly100may or may not be rotating about axis1806as described above. In this way, the placement location of first conductor202and second conductor204in multiple conductor barrel assembly100may be controlled. In addition and as described above the feed rate for feed tube1708may be constant or variable and the rotation of multiple conductor barrel assembly100about axis1806may be constant or variable. In addition, whileFIGS.18A and18Bshow two cables (first conductor202and second conductor204) being installed in multiple conductor barrel assembly100, there may be a second cable feeding assembly that may feed a third cable or feed tube1708may feed a third cable. For instance,FIG.2shows first conductor202and second conductor204located in multiple conductor barrel assembly100. To achieve this configuration, there may be a second feed tube that lays the third conductor simultaneously with first conductor202and second conductor204. Or each cable located in multiple conductor barrel assembly100may be laid down in separate stages. For example, first conductor202may be loaded in barrel assembly100at a first loading stage and second conductor204may be loaded in multiple conductor barrel assembly100at a second loading stage. FIG.19shows a flow chart for a method1900for using multiple conductor container assembly100. In other words,FIG.19shows a flow chart for method1900where a non-rotating container is use to payoff multiple conductors. Method1900may begin at stage1902where multiple conductor container assembly100may be positioned at a job site. For example, multiple conductor container assembly100may be placed in a desired location using a cart as described in U.S. Patent Application having Ser. No. 61/536,786, which is hereby incorporated by reference in its entirety. After multiple conductor container assembly100is located at the job site, method1900may proceed to stage1904where a user may set up multiple conductor container assembly100. For example, the user may feed first conductor202and second conductor204from multiple conductor container assembly100through container tap wire guide302. From container tap wire guide302the user may connect the multiple conductors to a pulling apparatus (e.g., electrician's fish tape). After setting up multiple conductor container assembly100, the user may payoff the multiple conductors from multiple conductor container assembly100. For example, the user may pull the fish tape through a conduit. As the fish tape is pulled through the conduit, the multiple conductors may payoff from multiple conductor container assembly100and be pulled through the conduit. Embodiments, for example, may be implemented as a computer process (method), a computing system, or as an article of manufacture, such as a computer program product or computer readable media. The computer program product may be a computer storage media readable by a computer system and encoding a computer program of instructions for executing a computer process. The computer program product may also be a propagated signal on a carrier readable by a computing system and encoding a computer program of instructions for executing a computer process. Accordingly, the present invention may be embodied in hardware and/or in software (including firmware, resident software, micro-code, etc.). In other words, embodiments of the present invention may take the form of a computer program product on a computer-usable or computer-readable storage medium having computer-usable or computer-readable program code embodied in the medium for use by or in connection with an instruction execution system. A computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-usable or computer-readable medium may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. More specific computer-readable medium examples (a non-exhaustive list), the computer-readable medium may include the following: an electrical connection having one or more wires, a portable computer diskette, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CD-ROM). Note that the computer-usable or computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory. While certain embodiments have been described, other embodiments may exist. Furthermore, although embodiments have been described as being associated with data stored in memory and other storage mediums, data can also be stored on or read from other types of computer-readable media, such as secondary storage devices, like hard disks, floppy disks, or a CD-ROM, a carrier wave from the Internet, or other forms of RAM or ROM. Further, the disclosed methods' stages may be modified in any manner, including by reordering stages and/or inserting or deleting stages, without departing from the invention. Embodiments, for example, are described above with reference to block diagrams and/or operational illustrations of methods, systems, and computer program products according to embodiments of the invention. The functions/acts noted in the blocks may occur out of the order as shown in any flowchart. For example, two blocks shown in succession may in fact be executed substantially concurrently or the blocks may sometimes be executed in the reverse order, depending upon the functionality/acts involved. Both the foregoing general description and the following detailed description are examples and explanatory only, and should not be considered to restrict the invention's scope, as described and claimed. Further, features and/or variations may be provided in addition to those set forth herein. For example, embodiments may be directed to various feature combinations and sub-combinations described herein. While certain embodiments of the invention have been described, other embodiments may exist. While the specification includes examples, the invention's scope is indicated by the following claims. Furthermore, while the specification has been described in language specific to structural features and/or methodological acts, the claims are not limited to the features or acts described above. Rather, the specific features and acts described above are disclosed as examples for embodiments of the invention. | 46,663 |
11858675 | DETAILED DESCRIPTION The disclosed technology will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. It will be readily understood that the components, assemblies, systems, methods, and processes, as generally described and illustrated herein, could be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the apparatus, systems, and methods is not intended to limit the scope of the invention, as claimed in this or any other application claiming priority to this application. The phrases “connected to,” “coupled to,” and “in communication with” refer to any form of interaction between two or more entities, including mechanical, electrical, magnetic, electromagnetic, fluid, and thermal interaction. Two components may be functionally coupled to each other even though they are not in direct contact with each other. The term “abutting” refers to items that are in direct physical contact with each other, although the items may not necessarily be attached together. The phrase “fluid communication” refers to two features that are connected such that a fluid within one feature is able to pass into the other feature. The word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated. In this specification, the following definitions are used: New means an item that has never been used in service, for example, used in a medical procedure. The service environment may be, for example, an operating room, a medical procedure room, a surgical environment, and the like. In the context of terminally sterilized items, new also means having been terminally sterilized only once, and never having been removed from the sterile barrier system. In the context of end-user-sterilized items, an item is no longer new after it is exposed to the service environment by removing a sterile barrier protecting the item or by opening a sterilization tray, whether or not the item is actually used in service or not. Recombine means to combine items, or cause items to combine, again or differently. Recover means to take possession of or retrieve an item previously provided to another person or entity; to get an item back. Recycle means to treat or process a used or waste item to make the item or its constituents suitable for reuse. Refurbish means to return a used item to new condition; to repair and/or make improvements to an item; especially after recovering the item. Reprocess means to subject a used item to special processing or treatment in preparation for reuse. In this specification, reprocess excludes rework performed during the initial manufacture of a new item. Reuse means to use an item again, especially after recovering or reprocessing the item. Terminal sterilization means final clean sterile condition of an item within a sterile barrier system, ready for use in a medical procedure. In this specification, terminal sterilization includes gas sterilization, ethylene oxide sterilization, radiation sterilization, ionizing radiation sterilization, gamma sterilization, e-beam sterilization, and liquid chemical sterilization; and excludes steam sterilization. As shown inFIG.1, the disclosed technology may include a process and or system that provides a means for creating a sterile kit and providing that sterile kit to an end user for consumption of certain components of the kit. The contents of the kit may vary depending on the type of procedure to be performed. During the initial use of the kit, certain components may be consumed while other components may not be consumed, but may have been utilized during the procedure. For example, an implant is consumed by being permanently or semipermanently installed on or in a patient, while a drill guide may be used during a procedure and may remain usable after the procedure. Still further, certain components of the kit may not have been used or consumed. Typical non-consumable components for the system may be drills, reamers, and other instruments; typical consumed devices may be implants. However, multiple implants could be provided and the unused implants could be recovered and reprocessed for placement in a new kit. The process provides a means for transferring ownership of the non-consumed components to an entity such as a manufacturer which may or may not be the original manufacturer. Once a sterile kit is purchased by the hospital or end customer, that kit becomes the property of that facility. In order to reclaim the unused or non-consumed components and/or devices for re-use, the ownership of those components may be transferred to a manufacturer or back to the original manufacturer by a repurchase, rebate, refund of deposit, or other legally acceptable means. If ownership is not transferred to a manufacturer or back to the original manufacturer, ownership of those items remains with the end customer. The transfer of ownership to a manufacturer or back to the original manufacturer may provide the end customer with an additional source of income while also allowing the manufacturer to reduce their cost of goods. The recovered or non-consumed components may be stored and transported in a container or container system. The container may be included with the kit or placed in a variety of locations, including but not limited to the surgical suite, central supply or other convenient locations. The container may accumulate recovered or non-consumed components from a single medical procedure, or from multiple medical procedures. The container with recovered or non-consumed kit components may be transferred and or transported to a manufacturer. The contents of the container may then be processed for safe handling (e.g. cleaned and sterilized) then refurbished or reprocessed. This may also be advantageous in ensuring that the components and or devices that were not consumed are optimized for their intended function. This process provides the opportunity for each component and or device to undergo a quality control step after each use. The refurbished components may then be transferred to an inventory location until they are needed for assembly of new kits, or the refurbished components may be immediately used in the assembly of new kits. The reused/recovered or refurbished components may then be combined with new single use or consumable product(s) in a kit that may then be packaged and sterilized for use as a sterile kit. The sterile kit may be dedicated to a particular surgical procedure, such as hammertoe correction or mandibular reconstruction. The system and or process of the disclosed technology may provide a sterile, surgical kit that may contain new, single use or consumable components in combination with reprocessed or refurbished reusable/non-consumable components. One aspect of the system of the disclosed technology may comprise the sterile kit, the container, and the process of recombining non-consumable device(s) with a new consumable device(s) in a new kit having a shared or common sterile barrier. The system and process of the disclosed technology are advantageous as they may provide better means for determining inventory utilization and determination of a device's useful life expectancy. The disclosed technology may also provide advantages to the end user by reducing medical waste and related costs, increasing operational efficiencies, and or by providing the end user with a means for offsetting the cost or generating income from components and or devices that would otherwise have been discarded. The manufacturer may also benefit from the disclosed technology by having a means to lower operational cost and costs of goods by procuring the non-consumable component or components from the end user at a lower cost than purchasing newly manufactured components, not to mention conserving materials, thereby avoiding the negative environmental consequences of raw material extraction and refinement. Additional benefits of the disclosed technology may include the ability to provide, in a sterile single-use kit, robust components or instrumentation of durable material and quality of construction that may perform better than traditional sterile packaged disposable components that are typically constructed of material and by methods that are conducive to lower manufacturing costs and quality resulting in items of compromised durability. Referring toFIG.1, a process or method2may include any or all of the following steps in any order:Step4, providing a new reusable device.Step6, providing a new first single-use device.Step8, combining the reusable device, the new first single-use device, and a first package into a first kit. Step8may include sterilizing the first kit, or sterilizing the first kit may be a separate step.Step10, receiving the first kit by an owner such as a medical facility or an end user.Step12, transferring ownership of the first kit to the owner, wherein a medical procedure is performed during the end user's ownership of the first kit, wherein the reusable device is used during the medical procedure, wherein the first single-use device is consumed during the medical procedure, wherein the reusable device is placed in a container after the medical procedure ends.Step14, transferring ownership of at least a portion of the first kit to an entity such as a processor, a second manufacturer, or the original manufacturer, wherein the transferred portion of the first kit includes the reusable device, wherein ownership of the first package and/or the container may also be transferred to the entity.Step16, transporting the container and the reusable device to a facility of the entity. The first package may also be transported.Step18, opening the container and removing the contents. Step18may include segregating the reusable device from any other contents of the container. The first package may also be segregated. Segregating may be a separate step.Step20, cleaning, disinfecting, and/or sterilizing the reusable device. The first package may also be cleaned, disinfected, and/or sterilized. The purpose of this sterilization operation is to render the items safe for handling during subsequent processing operations prior to terminal sterilization.Step22, inspecting and/or testing the reusable device. The first package may also be inspected and/or tested. Step22may also include refurbishing the reusable device, wherein refurbishing may include replacing a part of the reusable device, sharpening the reusable device, refinishing the reusable device, and the like. The first package may also be refurbished. Refurbishing may be a separate step. Refurbishing may occur in more than one step or operation. Inspection and/or testing may precede refurbishing, in order to determine the refurbishment needs of an item. Inspection and/or testing may also follow refurbishing, in order to prove that the item meets service requirements.Step24, placing the refurbished reusable device into an inventory storage location. The first package may also be placed into inventory.Step26, providing a new second single-use device.Step28, combining the refurbished reusable device, the new second single-use device, and a second package into a second kit. The second package may be a first package from inventory. Step28may include sterilizing the second kit, or sterilizing the second kit may be a separate step.Step30, receiving the second kit by an owner. At this step, the owner may be the same as the owner of the first kit, or different.Step32, transferring ownership of the second kit to the owner. As shown inFIG.2, the disclosed technology may include a process and or system that provides a means for creating a sterile kit and providing that sterile kit to an end user for consumption of certain components of the kit. The contents of the kit may be specific to a particular type of procedure to be performed and may be referred to as a procedural kit; various procedural kits are envisioned, each kit tailored to a specific procedure. During the initial use of the kit, certain components may be consumed while other components may not be consumed, but may have been utilized during the procedure. Still further, certain components of the kit may not have been used or consumed. The process provides a means for transferring ownership of the non-consumed components to a manufacturer which may or may not be the original manufacturer. Once a sterile kit is purchased by the hospital or end customer, that kit becomes the property of that facility. In order to reclaim the unused or non-consumed components and/or devices for re-use, the ownership of those components may be transferred to a manufacturer or back to the original manufacturer by a repurchase, rebate, refund of deposit, or other legally acceptable means. If ownership is not transferred to a manufacturer or back to the original manufacturer, ownership of those items remains with the end customer. The transfer of ownership to a manufacturer or back to the original manufacturer may provide the end customer with an additional source of income while also allowing the manufacturer to reduce their cost of goods. The recovered or non-consumed components may be stored and transported in a container or container system. The container with recovered or non-consumed kit components may be transferred and or transported to a manufacturer. The contents of the container may then be processed for safe handling (e.g. cleaned and sterilized) then refurbished or reprocessed. This may also be advantageous in ensuring that the components and or devices that were not consumed are optimized for their intended function. This process provides the opportunity for each component and or device to undergo a quality control step after each use. The refurbished components may then be transferred to an inventory location until they are needed for assembly of new kits, or the refurbished components may be immediately used in the assembly of new kits. The reused/recovered or refurbished components may then be combined with new single use or consumable devices or product(s) and other non-consumable or reusable devices or product in a kit that may then be packaged and sterilized for use as a sterile kit that may be used for a particular surgical procedure. The system and or process of the disclosed technology may provide a sterile, surgical kit that may contain new, single use or consumable components in combination with reprocessed or refurbished or new reusable/non-consumable components. Typical non-consumable components for the system may be drills, reamers, and other instruments; typical consumed devices may be implants or other single use disposable items. However, multiple implants could be provided and the unused implants could be recovered and reprocessed for placement in a new kit. The disclosed technology may also provide a container or container system that may allow the non-consumed components to be collected, stored, and or transported. The container may be placed in a variety of locations, include but not limited to the surgical suite, central supply or other convenient locations. The system and process of the disclosed technology are advantageous as they may provide a better means for determining inventory utilization and determination of a devices useful life expectancy. The disclosed technology may also provide advantages to the end user by reducing medical waste and related cost, increasing operational efficiencies, limiting cross-contamination, improving sterility assurance at the time of use, improving cleanliness of kit items, and or by providing the end user with a means for offsetting the cost or generating income from components and or devices that would otherwise have been discarded. The manufacturer may also benefit from the disclosed technology by having a means to lower operational cost and costs of goods by procuring the non-consumable component(s) from the end user at a lower cost than purchasing newly manufactured components, not to mention conserving materials, thereby avoiding the negative environmental consequences of raw material extraction and refinement. Additional benefits of the disclosed technology may include the ability to provide robust components or instrumentation of durable material and quality of construction that may perform better than traditional sterile packaged components that are typically constructed of material and by methods that are conducive to lower manufacturing costs and quality resulting in items of compromised durability. The process and system of the disclosed technology may have the further benefit that the original equipment manufacturer may be the holder of the required regulatory approvals necessary to combine the consumable device(s) or component(s) (e.g. the implant) with the reusable or non-consumable component(s) or device(s). The original manufacturer may be the preferred entity capable of combining the consumable or implant with the non-consumable component(s) or device(s) due to the potential regulatory clearances or approvals that may be required. Referring toFIG.2, a process40may include any or all of the following steps in any order:Step42, providing a new first reusable device.Step44, providing a new first single-use device.Step46, combining the first reusable device, the first single-use device, and a first package into a first kit. Step46may include sterilizing the first kit, or sterilizing the first kit may be a separate step.Step48, receiving the first kit by an owner, such as a medical facility or an end user.Step50, transferring ownership of the first kit to the owner, wherein a medical procedure is performed during the end user's ownership of the first kit, wherein the first reusable device is used during the medical procedure, wherein the first single-use device is consumed during the medical procedure, wherein the first reusable device is placed in a container after the medical procedure ends.Step52, transferring ownership of at least a portion of the first kit to an entity such as a processor, a second manufacturer, or the original manufacturer, wherein the transferred portion of the first kit includes the first reusable device, wherein ownership of the first package and/or the container may also be transferred to the entity.Step54, transporting the container and the first reusable device to a facility of the entity. The first package may also be transported.Step56, opening the container and removing the contents. Step56may include segregating the reusable device from any other contents of the container. The first package may also be segregated. Segregating may be a separate step.Step58, cleaning, disinfecting, and/or sterilizing the first reusable device. The first package may also be cleaned, disinfected, and/or sterilized. The purpose of this sterilization operation is to render the items safe for handling during subsequent processing operations prior to terminal sterilization.Step60, inspecting and/or testing the first reusable device. The first package may also be inspected and/or tested. Step60may also include refurbishing the first reusable device, wherein refurbishing may include replacing a part of the first reusable device, sharpening the first reusable device, refinishing the first reusable device, and the like. The first package may also be refurbished. Refurbishing may be a separate step. Refurbishing may occur in more than one step or operation. Inspection and/or testing may precede refurbishing, in order to determine the refurbishment needs of an item. Inspection and/or testing may also follow refurbishing, in order to prove that the item meets service requirements.Step62, placing the refurbished first reusable device into an inventory storage location. The first package may also be placed into inventory.Step64, providing a new second single-use device.Step66, providing a new second reusable device.Step68, combining the refurbished first reusable device, the second single-use device, the second reusable device, and a second package into a second kit. The second package may be a first package from inventory. Step68may include sterilizing the second kit, or sterilizing the second kit may be a separate step.Step70, receiving the second kit by an owner. At this step, the owner may be the same as the owner of the first kit, or different.Step72, transferring ownership of the second kit to the owner such as a medical facility or an end user. FIG.3depicts a system or process of the disclosed technology that is similar to that represented inFIGS.1and2. However, this third embodiment may include a step in the reprocessing that may add or modify the reprocessed component or devices in such a way as to enhance the traceability of that particular component or device. In addition to the merits of the disclosed technology discussed herein, this particular step may be advantageous in further enhancing the determination of inventory utilization and or the useful service life of the component and or device. Referring toFIG.3, a process80may include any or all of the following steps in any order:Step82, providing a new first reusable device.Step84, providing a new first single-use device.Step86, combining the first reusable device, the first single-use device, and a first package into a first kit. Step86may include sterilizing the first kit, or sterilizing the first kit may be a separate step.Step88, receiving the first kit by an owner such as a medical facility or an end user.Step90, transferring ownership of the first kit to the owner, wherein a medical procedure is performed during the end user's ownership of the first kit, wherein the first reusable device is used during the medical procedure, wherein the first single-use device is consumed during the medical procedure, wherein the first reusable device is placed in a container after the medical procedure ends.Step92, transferring ownership of at least a portion of the first kit to an entity such as a processor, a second manufacturer, or the original manufacturer, wherein the transferred portion of the first kit includes the first reusable device, wherein ownership of the first package and/or the container may also be transferred to the entity.Step94, transporting the container and the first reusable device to a facility of the processor, the second manufacturer, or the original manufacturer. The first package may also be transported.Step96, opening the container and removing the contents. Step96may also include segregating the first reusable device from any other contents of the container. The first package may also be segregated. Segregating may be a separate step.Step98, cleaning, disinfecting, and/or sterilizing the first reusable device. The first package may also be cleaned, disinfected, and/or sterilized. The purpose of this sterilization operation is to render the items safe for handling during subsequent processing operations prior to terminal sterilization.Step100, inspecting and/or testing the first reusable device. The first package may also be inspected and/or tested. Step100may also include refurbishing the first reusable device, wherein refurbishing may include replacing a part of the first reusable device, sharpening the first reusable device, refinishing the first reusable device, and the like. The first package may also be refurbished. Refurbishing may be a separate step. Refurbishing may occur in more than one step or operation. Inspection and/or testing may precede refurbishing, in order to determine the refurbishment needs of an item. Inspection and/or testing may also follow refurbishing, in order to prove that the item meets service requirements.Step102, identifying the first reusable device, wherein identification may be for traceability or to denote the number of refurbishment cycles undergone by the first reusable device. The first package may also be identified. Identification may include marking the first reusable device and/or the first package. Step102may include placing the refurbished first reusable device into an inventory storage location. The first package may also be placed into inventory. Placing items into inventory may be a separate step.Step104, providing a new second single-use device.Step106, providing a new second reusable device.Step108, combining the refurbished first reusable device, the second single-use device, the second reusable device, and a second package into a second kit. The second package may be a first package from inventory. Step108may include sterilizing the second kit, or sterilizing the second kit may be a separate step.Step110, receiving the second kit by an owner. At this step, the owner may be the same as the owner of the first kit, or different.Step112, transferring ownership of the second kit to the owner. As shown inFIGS.4and5, the disclosed technology may include a process and or system that provide a means for obtaining non-consumed and or reusable and or non-consumable component(s) and or devices from a single kit or multiple kits. Those components and or devices may or may not require reprocessing or refurbishing. The non-consumed and or non-consumable and or reusable components or devices may then be combined with other new devices of varying sorts into a sterile kit that may or may not have multiple trays and having one common sterile barrier or common packaging barrier. The system and or process of the disclosed technology may provide a sterile, surgical kit that may contain new, single use or consumable components in combination with or without new reusable/non-consumable components in combination with or without reprocessed or refurbished or reusable/non-consumable components. The disclosed technology may also provide a container or container system that may allow the non-consumed components to be stored and or transported. The container may be placed in a variety of locations, include but not limited to the surgical suite, central supply or other convenient locations. The system and process of the disclosed technology are advantageous as it may provide a better means for determining inventory utilization and determination of a device's useful life expectancy. The disclosed technology may also provide advantages to the end user by reducing medical waste and related cost, increasing operational efficiencies and or by providing the end user with a means for generating income from components and or devices that would otherwise have been discarded. The manufacturer may also benefit from the disclosed technology by having a means to lower operational cost and costs of goods by procuring the non-consumable component(s) from the end user at a lower cost than purchasing newly manufactured components. Additional benefits of the disclosed technology may include the ability to provide robust components or instrumentation of durable material and quality of construction that may perform better than traditional sterile packaged components that are typically constructed of material and by methods that are conducive to lower manufacturing costs and quality resulting in items of compromised durability. Referring toFIG.4, a process120may include any or all of the following steps in any order:Step122, obtaining a first non-consumed device. The first non-consumed device may be obtained from a first kit. Step122may include obtaining a first reusable device. The first reusable device may be obtained from the first kit or a second kit. Obtaining the first reusable device may be a separate step.Step124, reprocessing the first non-consumed device and/or the first reusable device. Step124may include refurbishing the first reusable device. The first non-consumed device may also be refurbished. Refurbishing may be a separate step.Step126, providing a new second non-consumed device, a new second reusable device, and/or a new single-use device.Step128, combining the first non-consumed device, the new second non-consumed device, the first reusable device, the new second reusable device, and/or the new single-use device with a first tray of a sterile barrier system into a third kit. FIG.4also illustrates steps117and119which may precede the steps122-128listed above for process120. Step117is combining new devices in a single tray of a sterile barrier system of a kit, such as the first kit or the second kit of process120. Step119is supplying the kit to a customer, such as an end user or medical facility. A medical procedure is performed while the customer has the kit. Referring toFIG.5, a process130may include any or all of the following steps in any order:Step132obtaining a first non-consumed device. The first non-consumed device may be obtained from a first kit. Step132may include obtaining a first reusable device. The first reusable device may be obtained from the first kit or a second kit. Obtaining the first reusable device may be a separate step.Step134, reprocessing the first non-consumed device and/or the first reusable device. Step134may include refurbishing the first reusable device. The first non-consumed device may also be refurbished. Refurbishing may be a separate step.Step136, providing a new second non-consumed device, a new second reusable device, and/or a new single-use device.Step138, combining the first non-consumed device, the new second non-consumed device, the first reusable device, the new second reusable device, and/or the new single-use device with a first tray and a second tray into a third kit. The first and second trays may have one common sterile barrier and/or one common packaging barrier. FIG.5also illustrates steps127and129which may precede the steps132-138listed above for process130. Step127is combining new devices in multiple trays of a sterile barrier system of a kit, such as the first kit or the second kit of process130. Step129is supplying the kit to a customer, such as an end user or medical facility. A medical procedure is performed while the customer has the kit. Referring toFIG.6, a process140may include any or all of the following steps in any order:Step142, providing a container to receive a first recoverable item.Step144, transferring ownership of the first recoverable item to a recipient.Step146, receiving the first recoverable item.Step148, removing the first recoverable item from the container.Step150, performing a processing operation on the first recoverable item.Step152, performing a first processing operation on the first recoverable item.Step154, performing a second processing operation on the first recoverable item.Step156, performing a third processing operation on the first recoverable item.Step158, providing a new item.Step160, combining the first recoverable item and the new item in a second kit.Step162, terminally sterilizing the second kit.Step164, distributing the second kit.Step166, sending the second kit to the end user.Step168, transferring ownership of the second kit to an end user. FIG.6also illustrates a step139which may precede the steps142-168listed above for process140. Step139is using a first kit in a medical procedure, the first kit including the first recoverable item. Step139is indicated in dashed lines because this step may occur outside the scope of process140. A basic version of process140may include steps146,150,158,160, and162. Step146may occur after step139; steps146,150,160, and162may occur in order; and step158may precede step160. Steps142,144,148,152,154,156,164,166, and168may be optional steps of process140. Step142may precede, occur simultaneously with, or follow step139. The container of step142receives the first recoverable item, protects the first recoverable item from damage during transit, and protects anyone handling the container from exposure to the first recoverable item or other contents of the container. The container may provide a biohazard barrier. The container may be a package, carton, or box that contained the first recoverable item and/or the first kit. The container may be provided as part of the first kit, independent from any of the packaging of the first kit. The container may be a pouch, bag, envelope, or other item supplied as part of the first kit, sized to hold recoverable items of the first kit. The container may be supplied independently of the first kit, and may be a box, bin, receptacle, drum, or the like that is sized to hold numerous recoverable items from multiple kits. The container may be reusable. The container may include a locking mechanism so that the container can be locked and unlocked. The first recoverable item of step142is a non-consumed item such as a non-selected implant, an instrument, or an accessory for the medical procedure. The first recoverable item may be a reusable item that is included in the second kit after being refurbished. The first recoverable item may be made entirely of materials that are impervious to repeated terminal sterilization cycles. For example, the first recoverable item may be all metal. The first recoverable item may be recovered so that it can be recycled at the sub-assembly, component part, or raw material level. In this situation, the first recoverable item may include some materials that deteriorate when exposed to repeated terminal sterilization cycles. Under certain circumstances, the first recoverable item may be recovered so that it can be discarded. Step144may occur after step139. Step144may occur at about the same time as steps142and/or146. Step144may precede, occur simultaneously with, or follow steps142and/or146. Step144may involve a recipient buying the first recoverable item from an owner of the first recoverable item and/or the first kit. The recipient may be a processor, a second manufacturer, or the original manufacturer of the first recoverable item and/or the first kit. Step148may occur before step150. Step148may include segregating the first recoverable item from other contents of the container, which may be waste. Step150may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, recycling, or stocking the first recoverable item. Step150may include steps152,154, and/or156. Step152may include cleaning, disinfecting, or sterilizing the first recoverable item. The purpose of this sterilization operation is to render the first recoverable item safe for handling during subsequent processing operations prior to terminal sterilization. Step154may include refurbishing or recycling the first recoverable item. Refurbishing may include sharpening, straightening, calibrating, polishing, passivating, and/or other tasks. Refurbishing may include partial or complete disassembly of the first recoverable item, replacement of at least one component part, and partial or complete reassembly of the first recoverable item. Step156may include inspecting, testing, or marking the first recoverable item. Marking may indicate the number of times the first recoverable item has been refurbished and/or terminally sterilized. Steps154and156may occur in any order, and process140may include multiple instances of steps154and/or156. The new item of step158may be a consumed item or a non-consumed item. The new item may be an implant. The second kit of step160may include a package that contains the first recoverable item and the new item. The package may be a single sterile barrier package or system that contains the first recoverable item and the new item. The package may also be a box or carton that contains one or more sterile barrier packages. The first recoverable item may be contained in a first sterile barrier package and the new item may be contained in a second sterile barrier package. The first and second sterile barrier packages may both be contained in a box, carton, or other outer package. Step162may include gas sterilization, ethylene oxide sterilization, radiation sterilization, ionizing radiation sterilization, gamma sterilization, e-beam sterilization, or liquid chemical sterilization. Step162does not include steam sterilization. Step164may involve sending the second kit to a distributor. Step166may involve sending the second kit directly to an end user or a facility in which medical procedures are performed. Step168may involve selling the second kit to the end user or the facility. Referring toFIG.7, a process170is a variation of process140in which a second recoverable item is recovered from the first kit in addition to the first recoverable item. Process170may include any or all of the following steps, in any order, in addition to at least the basic steps146,150,158, and162of process140:Step172, receiving the second recoverable item.Step174, performing a processing operation on the second recoverable item.Step176, combining the first recoverable item, the second recoverable item, and the new item in a second kit. A basic version of process170may include steps146,150,158,162,172, and174. Steps146and172may occur after step139; steps146and150may occur in order; steps172and174may occur in order; steps150,158, and174may precede step176; and steps176and162may occur in order. Step176may be optional, at least as step176relates to the second recoverable item. Process170may also include one or more of the optional steps142,144,148,152,154,156,164,166, and168of process140. The optional steps of process140may involve the first recoverable item and/or the second recoverable item. Step174may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, disassembling, recycling, stocking, or discarding the second recoverable item. Step174may also include steps152,154, and/or156performed on the second recoverable item. However, step174may involve a different operation than step150. For example, the first recoverable item may be refurbished, while the second recoverable item may be recycled at the sub-assembly, component part, or raw material level. In another example, the first recoverable item may be disinfected or sterilized to render the first recoverable item safe for handling during subsequent processing operations prior to terminal sterilization, while the second recoverable item may be recycled or discarded without being disinfected or sterilized. The differences between steps150and174may be due to differences between the first recoverable item and the second recoverable item, such as the first recoverable item being a reusable item and the second recoverable item being a recyclable item. However, in some situations, neither the first nor the second recoverable item is reusable, and the differences between steps150and174may be due to differences in the design or materials of the first versus the second recoverable item. Referring toFIG.8, a process180is a variation of process140in which a first reusable item is recovered from the first kit in addition to the first recoverable item. Process180may include any or all of the following steps, in any order, in addition to at least the basic steps146,150,158, and162of process140:Step182, receiving the first reusable item.Step184, performing a processing operation on the first reusable item.Step186, combining the first recoverable item, the first reusable item, and the new item in a second kit. A basic version of process180may include steps146,150,158,162,182, and184. Steps146and182may occur after step139; steps146and150may occur in order; steps182and184may occur in order; steps150,158, and184may precede step186; and steps186and162may occur in order. Step186may be optional, at least as step186relates to the first reusable item. Process180may also include one or more of the optional steps142,144,148,152,154,156,164,166, and168of process140. The optional steps of process140may involve the first recoverable item and/or the first reusable item. Step184may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, recycling, or stocking the first reusable item. Step184may also include steps152,154, and/or156performed on the first reusable item. However, step184may involve a different operation than step150. For example, the first recoverable item may be recycled at the sub-assembly, component part, or raw material level, while the first reusable item may be refurbished and/or recalibrated. In another example, the first recoverable item may be recycled or discarded without being disinfected or sterilized, while the first reusable item may be disinfected or sterilized to render the first reusable item safe for handling during subsequent processing operations prior to terminal sterilization. The differences between steps150and184may be due to differences between the first recoverable item and the first reusable item, such as the first recoverable item being a recyclable item and the first reusable item being a reusable item. Referring toFIG.9, a process190may include any or all of the following steps in any order:Step192, purchasing a first recoverable item from an owner by a purchaser.Step194, providing a container to receive the first recoverable item.Step196, receiving the first recoverable item by the purchaser.Step198, removing the first recoverable item from the container.Step200, performing a processing operation on the first recoverable item.Step202, performing a first processing operation on the first recoverable item.Step204, performing a second processing operation on the first recoverable item.Step206, performing a third processing operation on the first recoverable item.Step208, providing a new item.Step210, combining the first recoverable item and the new item in a second kit.Step212, terminally sterilizing the second kit.Step214, distributing the second kit.Step216, sending the second kit to the end user.Step218, transferring ownership of the second kit to an end user. FIG.9also illustrates a step189which may precede the steps192-218listed above for process190. Step189is using a terminally sterilized first kit in a medical procedure, the first kit owned by an owner and including the first recoverable item. The owner may be an end user, a facility in which medical procedures are performed, or an original equipment manufacturer (OEM) of the first kit. Step189is indicated in dashed lines because this step may occur outside the scope of process190. A basic version of process190may include steps192and196. Steps192and196may occur after step189, and step192may precede, occur simultaneously with, or follow step192. Steps194,198,200,202,204,206,208,210,212,214,216, and218may be optional steps of process190. The purchaser of step192may be a processor, a second manufacturer, or the original manufacturer of the first kit. The first recoverable item of step192is a non-consumed item such as a non-selected implant, an instrument, or an accessory for the medical procedure. The first recoverable item may be a reusable item that is included in the second kit after being refurbished. The first recoverable item may be made entirely of materials that are impervious to repeated terminal sterilization cycles. For example, the first recoverable item may be all metal. The first recoverable item may be recovered so that it can be recycled at the sub-assembly, component part, or raw material level. In this situation, the first recoverable item may include some materials that deteriorate when exposed to repeated terminal sterilization cycles. Under certain circumstances, the first recoverable item may be recovered so that it can be discarded. Step194may precede, occur simultaneously with, or follow step189. The container of step194receives the first recoverable item, protects the first recoverable item from damage during transit, and protects anyone handling the container from exposure to the first recoverable item or other contents of the container. The container may be a package, carton, or box that contained the first recoverable item and/or the first kit. The container may be provided as part of the first kit, independent from any of the packaging of the first kit. The container may be a pouch, bag, envelope, or other item supplied as part of the first kit, sized to hold recoverable items of the first kit. The container may be supplied independently of the first kit, and may be a box, bin, receptacle, drum, or the like that is sized to hold numerous recoverable items from multiple kits. The container may be reusable. Step196, receiving the first recoverable item by the purchaser. Step198may occur before step200. Step198may include segregating the first recoverable item from other contents of the container, which may be waste. Step200may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, disassembling, recycling, stocking, or discarding the first recoverable item. Step200may include steps202,204, and/or206. Step202may include cleaning, disinfecting, or sterilizing the first recoverable item. The purpose of this sterilization operation is to render the first recoverable item safe for handling during subsequent processing operations prior to terminal sterilization. Step204may include refurbishing or recycling the first recoverable item. Refurbishing may include sharpening, straightening, calibrating, polishing, passivating, and/or other tasks. Refurbishing may include partial or complete disassembly of the first recoverable item, replacement of at least one component part, and partial or complete reassembly of the first recoverable item. Step206may include inspecting, testing, and marking the first recoverable item. Marking may indicate the number of times the first recoverable item has been refurbished and/or terminally sterilized. Steps204and206may occur in any order, and process140may include multiple instances of steps204and/or206. The new item of step208may be a consumed item or a non-consumed item. The new item may be an implant. The second kit of step210may include a package that contains the first recoverable item and the new item. The package may be a single sterile barrier package or system that contains the first recoverable item and the new item. The package may also be a box or carton that contains one or more sterile barrier packages. The first recoverable item may be contained in a first sterile barrier package and the new item may be contained in a second sterile barrier package. The first and second sterile barrier packages may both be contained in a box, carton, or other outer package. Step212may include gas sterilization, ethylene oxide sterilization, radiation sterilization, ionizing radiation sterilization, gamma sterilization, e-beam sterilization, or liquid chemical sterilization. Step212does not include steam sterilization. Step214may involve sending the second kit to a distributor. Step216may involve sending the second kit directly to an end user or a facility in which medical procedures are performed. Step218may involve selling the second kit to the end user or the facility. Referring toFIG.10, a process220is a variation of process190in which a second recoverable item is recovered from the first kit in addition to the first recoverable item. Process220may include any or all of the following steps, in any order, in addition to at least the basic steps192and196of process190:Step222, receiving the second recoverable item.Step224, performing a processing operation on the second recoverable item.Step226, combining the first recoverable item, the second recoverable item, and the new item in a second kit. A basic version of process220may include steps192,196,222, and224. Process220may also include one or more of the optional steps194,198,200,202,204,206,208,210,212,214,216, and218of process190. The optional steps of process190may involve the first recoverable item and/or the second recoverable item. Steps192and222may occur after step189; steps192and196may occur in order; steps222and224may occur in order; steps200,208, and224may precede step226; and steps226and212may occur in order. Step226may be optional, at least as step226relates to the second recoverable item. Step224may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, disassembling, recycling, stocking, or discarding the second recoverable item. Step224may also include steps202,204, and/or206performed on the second recoverable item. However, step224may involve a different operation than step200. For example, the first recoverable item may be refurbished, while the second recoverable item may be recycled at the sub-assembly, component part, or raw material level. In another example, the first recoverable item may be disinfected or sterilized to render the first recoverable item safe for handling during subsequent processing operations prior to terminal sterilization, while the second recoverable item may be recycled or discarded without being disinfected or sterilized. The differences between steps200and224may be due to differences between the first recoverable item and the second recoverable item, such as the first recoverable item being a reusable item and the second recoverable item being a recyclable item. However, in some situations, neither the first nor the second recoverable item is reusable, and the differences between steps200and224may be due to differences in the design or materials of the first versus the second recoverable item. Referring toFIG.11, a process230is a variation of process190in which a first reusable item is recovered from the first kit in addition to the first recoverable item. Process230may include any or all of the following steps, in any order, in addition to at least the basic steps192and196of process190:Step232, receiving the first reusable item.Step234, performing a processing operation on the first reusable item.Step236, combining the first recoverable item, the first reusable item, and the new item in a second kit. A basic version of process230may include steps192,196,232, and234. Process230may also include one or more of the optional steps194,198,200,202,204,206,208,210,212,214,216, and218of process190. The optional steps of process190may involve the first recoverable item and/or the first reusable item. Steps192and232may occur after step189; steps192and196may occur in order; steps232and234may occur in order; steps200,208, and234may precede step236; and steps236and212may occur in order. Step236may be optional, at least as step236relates to the first reusable item. Step234may include receiving, cleaning, disinfecting, sterilizing, inspecting, testing, marking, refurbishing, recycling, or stocking the first reusable item. Step234may also include steps202,204, and/or206performed on the first reusable item. However, step234may involve a different operation than step200. For example, the first recoverable item may be recycled at the sub-assembly, component part, or raw material level, while the first reusable item may be refurbished and/or recalibrated. In another example, the first recoverable item may be recycled or discarded without being disinfected or sterilized, while the first reusable item may be disinfected or sterilized to render the first reusable item safe for handling during subsequent processing operations prior to terminal sterilization. The differences between steps200and234may be due to differences between the first recoverable item and the first reusable item, such as the first recoverable item being a recyclable item and the first reusable item being a reusable item. Referring toFIG.12, a kit240may include a recovered item252and a new item250. The recovered item may be a reprocessed item or a refurbished item.FIG.12illustrates a recovered item252that is a medical instrument, namely a screwdriver252, and a new item250that is a medical implant, namely a bone plate250. The recovered item252may bear a mark253indicating how many times the recovered item has been recovered or terminally sterilized. The mark253may be subtle, such as the dot shown, or more obvious, such as an alphanumeric code or phrase.FIG.12illustrates other items, including bone screws242,244,246,248and drill bit254. The bone screws and drill bit may be recovered items or new items. Referring toFIG.13, the kit240may also include one or more packaging trays256which protect the recovered item252and the new item250and may form part of a sterile barrier package that contains the recovered item252and the new item250. The illustrated packaging tray256includes an individual well258for each item in kit240. The packaging tray256may include a peripheral flange260which may include an area262designated for bonding the periphery of the tray256to a sheet of lidding stock (not shown), such as non-woven spun bonded polyethylene sheet, to form a sterile barrier package. Alternatively, the tray256may be enclosed in one or more nesting pouches (not shown). InFIG.13, the recovered item252and the new item250are packaged together and terminally sterilized in a single sterile barrier package as a single stock keeping unit (SKU). Kit240may include an outer package, such as a box or carton (not shown). Referring toFIG.14, the kit240may include two or more packaging trays270,276, each tray including an individual well258for each item in kit240. Each tray may include a peripheral flange272,278which may include an area274,280designated for bonding the periphery of each tray270,276to a corresponding sheet of lidding stock (not shown), such as non-woven spun bonded polyethylene sheet, to form a sterile barrier package. Alternatively, the trays270,276may each be enclosed in one or more nesting pouches (not shown). InFIG.14, the recovered item252and the new item250are each packaged and terminally sterilized in their own single sterile barrier package. The recovered item252is in tray270and the new item250is in tray276. The kit240also includes an outer package282which contains the separate sterile barrier packages and presents kit240as a single stock keeping unit (SKU). Outer package282may be a box or carton. The kit240may include a container to receive the recovered item after the kit is used. The container may be outer package282, one of the sterile barrier packages, or a box, bag, pouch, sleeve, or envelope included in the kit240outside the sterile barrier package(s). A container may also be supplied separately. Any methods disclosed herein comprise one or more steps or actions for performing the described method. The method steps and/or actions may be interchanged with one another. In other words, unless a specific order of steps or actions is required for proper operation of the embodiment, the order and/or use of specific steps and/or actions may be modified. Reference throughout this specification to “an embodiment” or “the embodiment” means that a particular feature, structure or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the quoted phrases, or variations thereof, as recited throughout this specification are not necessarily all referring to the same embodiment. Similarly, it should be appreciated that in the above description of embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure. This method of disclosure, however, is not to be interpreted as reflecting an intention that any claim in this or any application claiming priority to this application require more features than those expressly recited in that claim. Rather, as the following claims reflect, inventive aspects lie in a combination of fewer than all features of any single foregoing disclosed embodiment. Thus, the claims following this Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment. This disclosure includes all permutations of the independent claims with their dependent claims. Recitation in the claims of the term “first” with respect to a feature or element does not necessarily imply the existence of a second or additional such feature or element. Elements recited in means-plus-function format are intended to be construed in accordance with 35 U.S.C. § 112(f). It will be apparent to those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles of the technology. While specific embodiments and applications of the present technology have been illustrated and described, it is to be understood that the technology is not limited to the precise configuration and components disclosed herein. Various modifications, changes, and variations which will be apparent to those skilled in the art may be made in the arrangement, operation, and details of the methods and systems of the present invention disclosed herein without departing from the spirit and scope of the invention, as set forth in the claims. | 57,460 |
11858676 | Elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions and/or relative positioning of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of various embodiments of the present invention. Also, common but well-understood elements that are useful or necessary in a commercially feasible embodiment are often not depicted in order to facilitate a less obstructed view of these various embodiments of the present invention. Certain actions and/or steps may be described or depicted in a particular order of occurrence while those skilled in the art will understand that such specificity with respect to sequence is not actually required. The terms and expressions used herein have the ordinary technical meaning as is accorded to such terms and expressions by persons skilled in the technical field as set forth above except where different specific meanings have otherwise been set forth herein. DETAILED DESCRIPTION The following description is not to be taken in a limiting sense, but is made merely for the purpose of describing the general principles of exemplary embodiments. Reference throughout this specification to “one form,” “one embodiment,” “an embodiment,” “some embodiments”, “an implementation”, “some implementations”, “some applications”, or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “in one embodiment,” “in an embodiment,” “in some embodiments”, “in some implementations”, and similar language throughout this specification do not all refer to the same embodiment. Generally speaking, pursuant to various embodiments, systems, apparatuses and methods are provided herein for assembling merchandise orders in containers. In one form, the system includes: an order including a plurality of merchandise items to be assembled in at least one container; and a predetermined set of containers defining different sizes and including at least two different types of containers, a first type of container comprising boxes and a second type of container comprising deformable bags, each of a plurality of types of merchandise items corresponding to one of the at least two different types of containers and corresponding to a level of protection for transport of the type of merchandise item. The system also includes a control circuit configured to: receive notification of the order including the plurality of merchandise items; select a first type of container from the at least two types of containers to receive a first subset of the plurality of merchandise items; determine the first subset of the plurality of merchandise items to be received in the selected type of container, each of the merchandise items in the first subset corresponding to the selected type of container; select a size of the selected type of container to receive the first subset of the plurality of merchandise items; and instruct the disposition of the first subset of the plurality of merchandise items within the selected type and size of container. In some implementations, in the system, the control circuit is configured to determine an arrangement of the first subset of the plurality of merchandise items within the selected type of container comprising: iteratively applying a best fit decreasing algorithm involving reverse sorting the plurality of merchandise items from a largest volume merchandise item to a smallest volume merchandise item; iteratively calculating a plurality of virtual packing arrangements based on the algorithm, the virtual packing arrangements being applied to the selected type of container in order of increasing size; and selecting the arrangement in which the first subset of the plurality of items occupies a selected type of container with the smallest size. In some implementations, the control circuit is configured to: select a second type of container from the at least two types of containers to receive a second subset of the plurality of merchandise items; determine the second subset of the plurality of merchandise items to be received in the second selected type of container, each of the merchandise items in the second subset corresponding to the second selected type of container; select a size of the second selected type of container to receive the second subset of the plurality of merchandise items; and instruct the disposition of the second subset of the plurality of merchandise items within the second selected type and size of container. In some implementations, the control circuit is configured to: receive an input set of flat bags, each flat bag having two dimensions; calculate deformation of each flat bag to generate a set of deformable bags of different volumes for each flat bag, each deformable bag in the set having an associated volume; and select a deformable bag in the set to receive the first subset of the plurality of merchandise items. In some implementations, in the system, the deformable bags comprise at least one of polybags and jiffy bags. In some implementations, the first subset of the plurality of merchandise items are all the same type of merchandise item; and the control circuit is configured to select boxes as the container type and to instruct creation of a customized box that form fits the first subset of the plurality of merchandise items. In some implementations, the control circuit is configured to: receive an indicator that a first merchandise item has a cavity defining a space therein; determine that a second merchandise item has a size that is less than the space defined by the cavity; and instruct that the second merchandise item be disposed within the cavity. In some implementations, the control circuit is configured to: receive an indicator that a merchandise item is to be disposed in protective packaging occupying a predetermined amount of space; calculate a new size of the merchandise item when disposed in the protective packaging; and instruct packing of the protectively packaged merchandise item in a container selected from the predetermined set of containers. In some implementations, the control circuit is configured to: receive an indicator that a merchandise item is to be arranged in a container in a predetermined orientation; calculate a plurality of virtual packing arrangements in which the merchandise item is arranged in the container in the predetermined orientation; and select one of the plurality of the virtual packing arrangements. In some implementations, the control circuit is configured to: cause the display of the arrangement of the first subset of the plurality of merchandise items within the selected type and size of container on a virtual reality framework. In another form, there is provided a computer implemented method for assembling merchandise orders in containers, the method comprising: receiving notification of an order including a plurality of merchandise items to be assembled in at least one container; receiving input of a predetermined set of containers defining different sizes and including at least two different types of containers, a first type of container comprising boxes and a second type of container comprising deformable bags, each of the plurality of types of merchandise items corresponding to one of the at least two different types of containers and corresponding to a level of protection for transport of the type of merchandise item; selecting a first type of container from the at least two types of containers to receive a first subset of the plurality of merchandise items; determining the first subset of the plurality of merchandise items to be received in the selected type of container, each of the merchandise items in the first subset corresponding to the selected type of container; selecting a size of the selected type of container to receive the first subset of the plurality of merchandise items; and instructing the disposition of the first subset of the plurality of merchandise items within the selected type and size of container. In another form, there is provided a system for assembling merchandise orders in containers, the system comprising: a control circuit configured to store and execute computer program code to: receive notification of an order including a plurality of selected merchandise items from a customer of a retail entity and to be assembled into at least one container at a merchandise distribution center of the retail entity configured for storage and distribution of a plurality of types of merchandise items; select a first type of container from the at least two types of containers to receive a first subset of the plurality of merchandise items, wherein the merchandise distribution center includes a predetermined set of containers defining different sizes and including at least two different types of containers, the first type of container comprising boxes and a second type of container comprising deformable bags, each of the plurality of types of merchandise items corresponding to one of the at least two different types of containers and corresponding to a level of protection for transport of the type of merchandise item; determine the first subset of the plurality of merchandise items to be received in the selected type of container, each of the merchandise items in the first subset corresponding to the selected type of container; select a size of the selected type of container to receive the first subset of the plurality of merchandise items; and instruct the disposition of the first subset of the plurality of merchandise items within the selected type and size of container. As an overview, this disclosure is directed generally to assembling unpacked merchandise items in containers in an efficient manner. Fulfillment centers will often receive numerous orders of merchandise over a certain period of time, and some of these orders may include a large number of merchandise. As examples, these orders may be in the form of direct orders from consumers or they may be in the form of orders from retail stores. These orders are often time sensitive and must be filled by a certain due date. Further, these materials may require the use of a number of containers (and possibly different types of containers), and it is desirable to avoid the wasteful use of unnecessary containers. In one aspect, this disclosure involves the use of an iterative process for determining desirable packing solutions. In some forms, it involves selecting the optimal sizes of containers to pack an order that may be based upon both shipping and corrugate costs. The approach may involve selecting between various types of containers (such as boxes or deformable bags) and various sizes of containers. The selection of the type of container may be based on such factors as the nature of the merchandise items and the desired degree of protection for these items, cost of the containers, etc. Further, the selection may be based on the availability of the types of containers and the operability of boxing or bagging stations. The approach may also involve the creation of a container (such as a box) of a special size to accommodate the size of the merchandise items in a certain order. The system may save on cost by reducing container sizes and by quickly solving and selecting the container size for a given set of products/merchandise items. The approach is highly scalable and can handle a large assortment of container sizes. In addition, this disclosure involves a number of areas that allow for more advanced and efficient packing techniques. As a first example, it may take into account item preparation. Fragile items may need to be wrapped in some form of protective packaging before being boxed/bagged, and the system may allow for the dimensions of the protective packaging to be added to the item's dimensions. As a second example, it may take into account nesting of items. The system may allow items to be nested within each other in a container, such as, for instance, an order containing multiple trash cans. As a third example, the system may take into account cavity filling. Merchandise items having cavities may present an opportunity for other items to be used to fill the cavities. As a fourth example, the system may also determine how best to split an order into multiple containers to save on shipping costs and corrugate. This disclosure addresses a system100for assembling merchandise orders in containers, such as at merchandise distribution centers. The system100involves assembling unpacked merchandise items in either or both of two types of containers (boxes or deformable bags) depending on the nature of merchandise and may further involve determining an arrangement of merchandise in the containers. This assembly and arrangement generally involves efficient packing and arrangement of products/merchandise items in containers. It is generally desirable to minimize (or eliminate) the number of containers or reduce the size of containers and to determine the packing arrangement quickly. Referring toFIG.1, there is shown a schematic diagram of a merchandise distribution center102. The merchandise distribution center102is configured for storage and distribution of a plurality of types of merchandise items. In this example, the merchandise distribution center102includes a number of shelves or aisles104for the storage of products. In one form, the merchandise distribution center102may be operated by a retailer for the purpose of holding merchandise that may, in turn, be transported to multiple stores. Alternatively, it may be operated as a fulfillment center for the delivery of online orders to customers. Also, a retail store may be used as a merchandise distribution center to assemble and/or hold orders of merchandise, such as for home delivery to customers or pick up by customers. As should be evident, a variety of possible types and arrangements of merchandise distribution centers is contemplated. In this example, the merchandise distribution center102includes one or more merchandise order assembly areas106(or /work stations). The merchandise order assembly area106is configured for assembly of part or all of a merchandise order. In one form, it is generally contemplated that the order may be assembled and shipped out, such as directly to customers or to retail stores. In another form, it is contemplated that the order may be made available for pick up. As shown inFIG.2, the system100includes an order108including a plurality of merchandise items110to be assembled in at least one container112. The assembly areas106may be used to assemble the orders in various types and sizes of containers, such as boxes and/or deformable bags. It is generally contemplated that any and various types of merchandise may be allocated to various containers, such as, without limitation, grocery merchandise, apparel, etc. Referring toFIG.3, the system100also includes a predetermined set of containers defining different sizes and including at least two different types of containers. These types of containers include a first type of container comprising boxes and a second type of container comprising deformable bags. Each of the plurality of types of merchandise items correspond to one of the at least two different types of containers and correspond to a level of protection for transport of the type of merchandise item. The system100includes a box suite114with a number of potential different sizes of boxes and a bag suite116with a number of potential different sizes of deformable bags. The box suite114may be a list of possible boxes in which the order can be packed. Generally, the more sizes that are available, the better one can pack the order, especially when there is a large assortment of merchandise types (stock keeping units or SKUs) of various sizes. Generally, it may be desirable to use deformable bags, where possible, based on factors such as cost and ease of use. However, boxes may offer a higher level of protection that may be desirable for certain more fragile types of merchandise. In another aspect, the box suite114and bag suite116may provide an alternative suite of containers in the event that the other suite of containers becomes unavailable or impracticable. For example, the merchandise distribution center102may include a number of assembly stations106. Some of these assembly stations106may be boxing stations that may experience problems, such as, for example, technical issues, an overwhelming number of orders, unavailability of many sizes of boxes, etc. In this instance, it may be desirable to switch primarily or exclusively to the bagging stations for a certain period of time. In one form, the system100may utilize deformable bags in the form of polybags118, and the system100may pack certain types of merchandise into polybags118. This type of deformable bag may provide a lower level of protection that may be desirable for certain types of merchandise. In another form, the system100may utilize deformable bags in the form of jiffy bags or envelopes120, which may also be intended to receive certain types of merchandise. This type of deformable bag may provide an intermediate level of protection between boxes and polybags118. The system100also includes a control circuit122that governs the operation of the system100. As described herein, the language “control circuit” refers broadly to any microcontroller, computer, or processor-based device with processor, memory, and programmable input/output peripherals, which is generally designed to govern the operation of other components and devices. It is further understood to include common accompanying accessory devices, including memory, transceivers for communication with other components and devices, etc. These architectural options are well known and understood in the art and require no further description here. The control circuit122may be configured (for example, by using corresponding programming stored in a memory as will be well understood by those skilled in the art) to carry out one or more of the steps, actions, and/or functions described herein. As shown inFIG.3, the control circuit122is coupled to a memory124and to a network interface126and wireless network(s)128. The memory124can, for example, store non-transitorily computer instructions that cause the control circuit122to operate as described herein, when the instructions are executed, as is well known in the art. Further, the network interface126may enable the control circuit122to communicate with other elements (both internal and external to the system100). This network interface126is well understood in the art. The network interface126can communicatively couple the control circuit122to the wireless network128and whatever other networks128may be appropriate for the circumstances. The control circuit122may form part of, be coupled to, or in communication with a server of the merchandise distribution center102and may make use of cloud databases and/or operate in conjunction with a cloud computing platform. Further, it is generally contemplated that the control circuit122may be coupled and may access one or more databases. In this particular example, it may optionally be coupled to two databases, although one or more of these databases may be combined or additional databases may be accessible. In this example, the control circuit122may access an order database130, which may include information relating to current or projected orders. For instance, the order database130may include a list of the merchandise in each order, order dates, shipment information, etc. The order database130may include various types of orders, such as online orders from customers, orders corresponding to shipments to retail stores, orders for pick up, etc. In this example, the control circuit122may also access a merchandise database132, which may include various characteristics of various types of merchandise. For instance, the merchandise database132may include fields showing dimensions of each merchandise item, the desired protection level of each item corresponding to a type of container, protective packaging, nesting and cavity information, shipment orientation of the item, splitting of item into multiple containers, etc. The control circuit122receives notification of the order108including the plurality of merchandise items. For example, in one form, the control circuit122may access an order database130that identifies the merchandise items corresponding to each order. The merchandise items in the order108are to be assembled and packed in containers. It is generally contemplated that the order may be of various sizes, i.e., it may include a large number of merchandise items requiring multiple containers or it may include a small number of merchandise items (possibly just one) suitable for one container. The control circuit122selects a first type of container from the at least two types of containers to receive a first subset of the plurality of merchandise items. It is generally contemplated that this “subset” of merchandise items may include one item, some of the items, or all of the items. In one form, it is also contemplated that each of the merchandise items have been pre-assigned to a specific type of container, depending on the level of protection desired. For example, in one form, the control circuit122may access a merchandise database132that includes the assignment of each type of merchandise item to a specific container type. There may be an assignment of each merchandise type to a specific type of container or an indication that multiple container types are suitable. The control circuit122determines the first subset of the plurality of merchandise items to be received in the selected type of container with each of the merchandise items in the first subset corresponding to the selected type of container. In one form, the control circuit122includes or may be communicatively coupled to a packing module134. It is generally contemplated that this packing module134includes one or more algorithms that may be used to iteratively determine a number of possible packing arrangements from which a packing solution is selected. In one form, the control circuit122performs an iterative routine to optimize packing and apply a packing algorithm to efficiently pack the containers. For example, the control circuit122iteratively applies a best fit decreasing algorithm involving reverse sorting the plurality of merchandise items from a largest volume merchandise item to a smallest volume merchandise item. The control circuit122iteratively calculates a plurality of virtual packing arrangements based on the algorithm, the virtual packing arrangements being applied to the selected type of container in order of increasing size. The control circuit122selects the arrangement in which the first subset of the plurality of items occupies a selected type of container with the smallest size. The order can be packed into the most form fitting container(s). For example, a packing algorithm, such as a type of extreme points heuristic algorithm, may be used, although other packing algorithms are also available. In some forms, this type of algorithm is an extension of a best fit decreasing algorithm/heuristic of sorting the items from largest to smallest volume. Extreme points algorithms help define the contour of free space within the container based on items already inside the container.FIG.4Ashows an example of some packed items having extreme points. Each item generates six extreme points and these are obtained by orthogonal projection of the points onto the nearest surface (item or box). Each extreme point generates residual space as shown inFIG.4B(extreme point is shown at “1”). The next item in the box is placed at one of the extreme points. One salient example of an article describing some extreme points algorithms is Crainic et al.,Extreme Point-based Heuristics for Three-Dimensional Bin Packing, CIRRELT-2007-41 (October 2007), the contents of which are incorporated herein by reference in their entirety. These extreme points heuristic algorithms generally create a large set of possible points of packing by projecting in six different directions, thus resulting in tight packing solutions. Each extreme point has an accompanying residual space, which is the dimensions of the largest item that can be accommodated if an item is placed at the given extreme point. These extreme points are created every time a new item is placed at an existing extreme point by projecting back towards the general direction origin. These projections continue until they hit another item or the box walls. For each subsequent item that needs to be packed, the packing module134tries to pack that item at all existing extreme points at all six rotations. In one form, the packing module134avoids generating extreme points that are floating in midair such as by moving generated points to the closest solid surface directly below them. In one form, each placement may then be scored using an entropy calculation on the resultant residual spaces. Each point has rspoint∑rs contribution to total residual space (where rs is the residual space), and for every item, the above value is computed for different rotations (3D). The following equation is then minimized: ∑i=0n(rsi∑rs*logrsi∑rs) It is generally desirable for large and small residual spaces to dominate. It is desirable to have a large residual space for new items, while a small residual space generally indicates that the space is being used well. In other words, a low entropy score means that the placement resulted in both large (desirable for new items) and small (indicates the space was well used) residual spaces. The placement and rotation of the item that yields the lowest entropy score may then be chosen as the point of packing. The control circuit122selects a size of the selected type of container to receive the first subset of the plurality of merchandise items. As addressed above, it is generally contemplated that the smallest or most form-fitting container is selected to accommodate the first subset of items. This selection of container size may be performed simultaneously with, in conjunction with, or as part of an iterative process of determining the first subset of items to be received in the selected type of container (and the arrangement therein). Next, after the container type and size and merchandise disposition have been determined, the control circuit122instructs the disposition of the first subset of the plurality of merchandise items within the selected type and size of container. In one form, the instructions may be transmitted to a robot or robotic device that performs the packing. In another form, the instructions may be visually displayed to an individual, who may be conducting the packing, such as at a boxing or bagging workstation106. In other words, the arrangement of merchandise in a container may be displayed for the packer. For example, the control circuit122may cause the display of the arrangement of the first subset of the plurality of merchandise items within the selected type and size of container on a virtual reality framework, which may be run on a traditional browser. The visualization can show the individual how to pack the container, step by step. In one form, the system100can take a mixed order of merchandise and assemble unpacked merchandise into both types of containers—boxes and deformable bags. In other words, the control circuit122may be configured to select a second type of container from the at least two types of containers to receive a second subset of the plurality of merchandise items, such as selecting a deformable bag for the second subset while having selected a box for the first subset. It may then proceed using a similar packing approach as for the first subset of merchandise, as addressed above. The control circuit122may determine the second subset of the plurality of merchandise items to be received in the second selected type of container, with each of the merchandise items in the second subset corresponding to the second selected type of container. The control circuit122may select a size of the second selected type of container to receive the second subset of the plurality of merchandise items. It may instruct the disposition of the second subset of the plurality of merchandise items within the second selected type and size of container. Additionally, in some forms, it may determine the specific arrangement of the second subset of the plurality of merchandise items within the second selected type of container. In some forms, the system100provides a highly scalable and fast bin-packing solution that can utilize thousands of box and bag sizes. In one form, the control circuit122can calculate possible deformations in deformable bags to arrive at possible packing dispositions involving deformable bags. In this form, the control circuit122receives an input set of flat bags with each flat bag having two dimensions (such as a certain length and width). The control circuit122can calculate the deformation of each flat bag to generate a set of deformable bags of different volumes for each flat bag. Each deformable bag in the set will have an associated volume, which can be treated like the empty space of a box for determining the disposition of items therein. Each flat bag can be expanded incrementally to occupy different volumes, and the total of these different volumes defines the set corresponding to each flat bag. The control circuit122selects a deformable bag in the set to receive the first subset of the plurality of merchandise items. In one form, the control circuit122may calculate hundreds of deformations of any given single flat bag and the packing algorithm may attempt to pack to these deformed states. In other words, mini static sized bags may map back to a single flat bag size. Bagging is handled by having a set of flat bags as input, and the control circuit122calculates the possible deformations of each bag to generate a list of bags, i.e., bag suite116, and each bag's associated volume. One approach is to determine that certain items are disposed within one or more bags of certain sizes. Another approach is to further determine the specific arrangements of the items in the one or more bags. In one form, it is contemplated that the system100utilizes polybags118. These types of containers provide a lower level of protection than boxes. They may include plastic bags with bubble wrap, and examples of merchandise packed in this type of container may include foldable items or apparel items. In one form, it is contemplated that the system100utilizes jiffy bags120(possibly in addition or as an alternative to polybags118). These types of containers provide an intermediate level of protection between boxes and polybags118. They may include protective padding and may be assigned to or appropriate for certain types of merchandise. Referring toFIG.5A, there is shown a flow diagram of a process200for assembling unpacked merchandise items in various types of containers.FIG.5Ashows an example of a main routine for packing items, which, as can be seen, refers to subroutines. At block202, a determination has been made to pack the merchandise items in a polybag, jiffy bag, and/or box. In some forms, merchandise item(s) may be packed in a polybag or jiffy bag and then packed in a box with other merchandise items. There is a box suite of various possible box sizes. At block204, the merchandise item is determined to require a polybag protection level. At this block, the merchandise item is packed based on liquid volume as foldable items. As one example, apparel items and other foldable are items that are flagged for polybags. At block206, the merchandise item is determined to require a jiffy bag/envelope protection level, which is a step up in protection level from the polybag level. At this block, the merchandise item is packed into static bags/envelopes. At block208, the merchandise item is determined to require a box protection level. A determination is made as to whether the merchandise items are all of the same SKU. Some of these types of items are nestable (such as, for example, trash cans) while others are not (such as, for instance, smart phones). If all of the same SKU, the process200advances to block210, and a customized box is created for these types of merchandise. In other words, the box list in the box suit is ignored, and a custom sized box is created that will be form fitted to the merchandise. As an example, an order may be for three smartphones, and the smartphones are arranged so as to minimize surface area. A custom sized box is then created around this arrangement to reduce space. If the order only includes the three smartphones (or is otherwise a small order), it is desirable to create a “best box” specifically for one item or for items of the same SKU. If the items are not of the same SKU, the process200advances to block212, which is the main routine for packing the items in the box. In one form, the merchandise items are sorted from largest to smallest. For every box that can be considered in the box suite, the box is packed item by item from the largest item to the smallest. If the items do not fit in a particular box size, then the routine proceeds to the next box up in size. If the routine reaches the end of the box list/suite without including every item in any box, then the routine picks the “best box” for a limited number of items, and then repeats the routine with the remaining items. The process200then advances to block213to continue the packing. Referring toFIG.5B, at block214, a determination has been made to pack the merchandise items in a deformable bag. In one form, the process200determines that the merchandise items require a level of protection below that of boxes. The process200generates a bag suite of possible bag sizes. At block216, updated dimensions (width and length) are determined for each incremental deformation (increase in height). For example, at block216, the process200uses the following formula to define new bags within a set: New dimension (W or L)=(original dimension−height)−2*((new height/2)/sin(maximum angle). At block218, each generated bag is added to the bag list/suite with a corresponding volume that can be utilized in the packing routine or to otherwise determine if merchandise items should be packed in the generated bag. Referring toFIG.6A, there is shown an example of a subroutine of the customized packing shown at block210of the main routine inFIG.5A. At block219, the subroutine starts and determines whether there is one item or more than one item. At block220, if there is one item, the subroutine simply boxes the item based on its known size. At block222, if there is more than one item, the items are stacked and arranged along an axis. At block224, the items are lined up along the axis and a customized box is generated around them. In one example, three smartphones are stacked face-to-face along an axis, and a customized box is created around them. As addressed above, it is generally contemplated that this customized packing approach involves one SKU and is suitable for the creation of a customized box. The other features addressed below are generally agnostic as to the use of a box or bag. Referring toFIG.6B, there is shown an example of a subroutine of the default (non-customized) packing shown at block212of the main routine inFIG.5A. At block226, the subroutine starts with a reverse sorting approach. At block228, for each container in the box suite or bag suite, the subroutine tries to pack the unpacked items in the container. At block230, if there remain unpacked items after reaching the largest container, the subroutine will save the iteration having the smallest container containing the most items. The subroutine continues on with the remaining, unpacked items. Referring toFIG.6C, there is shown an example of a subroutine referred to in block226inFIG.6Bin which cavities in larger merchandise items are packed with smaller merchandise items. At block232, the subroutine starts and, at block234, the subroutine proceeds iteratively through the item list from smallest item to largest item. It determines if there is a flag indicating that an item has a cavity. If yes, at block236, smaller items are packed into the cavity. Other features may also be included. For instance, the control circuit122may take into account item preparation. Fragile items may need to be wrapped in some form of protective packaging. For types of merchandise flagged as fragile items, an offset may be applied. Offsets may account for bubble wrap/tape wrap/paper wrap that exist for fragile items, and the system can take variable thicknesses of this wrap and account for it during packing. In other words, the system may apply an offset corresponding to the dimensions of the protective packaging, which are added to the item's dimensions. Another feature is to limit the rotation of certain types of merchandise, where it may be important for items that are required to be upright, such as some liquid items. Where flagged as such, certain types of merchandise items may only be oriented in a certain manner when determining possible arrangements within containers. In one form, another feature is splitting a merchandise item into more than one container, even though it could fit in one container. In other words, for certain types of merchandise items, it may make sense, from a cost perspective, to split the merchandise item between two containers. One example is splitting a popcorn order between two relatively small containers (rather than one large container). The control circuit122forces splits upon these sorts of items in order to get better shipping rates. In some cases, such as packing large but light objects into a container, such as popcorn, it is cheaper to split the shipment into smaller containers, rather than having a single light and large container. In this form, shipping rates may be tracked, and the control circuit122may perform calculations based on current shipping rates to determine whether and how to split the order. Referring toFIGS.7and8A-8D, there is shown an example of a main routine and a series of subroutines that might be used to determine whether a merchandise item should be placed in a polybag or jiffy bag or would need to be boxed. Factors that could be taken into consideration include the description of the item, the other items within the order, and the distance that the order needs to travel in order to be delivered. In the example, as shown inFIG.7, block236calls several different subroutines that all must be true in order to use a bag, and if any are false, a box is used (block237). At block238, inFIG.8A, the subroutine determines if the distance that the order must travel is below a certain threshold. At block240, inFIG.8B, certain merchandise items must be boxed, such as, for example, predetermined items that are sharp or heavy (exceed a certain weight threshold). At block242, inFIG.8C, some form of machine learning (which may be based, in part, on the item description) may be used to determine the type of container to be used. For example, certain types of merchandise items may be classified into certain categories of containers, which, in turn, may serve as examples for classifying similar types of merchandise items. At block244, inFIG.8D, if the bagging machine load is below a certain threshold, then a bag may be used. As should be understood, one or more of these factors, alone or in combination, might be used to determine the container to be used. In another aspect of this disclosure,FIG.9shows a process300for coordinating the assembly of unpacked merchandise items between various workers. The process300uses three types of workers (some or all of which may be robots or robotic devices): a task queue filler, a writer, and a task worker. The task queue filler takes in raw orders. The task queue filler may also handle certain pre-processing issues, such as nesting and oversized items, and puts each list of items into the work queue. The task worker takes the items form the work queue and attempts to pack them into container(s). In other words, the task worker may take an order, may split the order into multiple containers and cavity packing, and may find the smallest container or least number of containers that can accommodate the order. After an order is packed, it may be sent to the writer. The writer takes the result and writes it either to a file or prints it out to a console or display. At block302, the process300starts and proceeds along three paths. At block304, the task queue filler initially handles the orders and adds an order to the task queue. At block306, the task worker receives the order from the task queue. At block308, orders are split into subsets (groups of 50 pounds), and then at block310, the items in each subset are sorted by descending volume (largest item to smallest item). At block312, for a subset of items, a container is selected where the container volume exceeds the size of the largest item such that the largest item fits. At block314, the largest item is arranged at an initial position and in the best scoring orientation. At block316, the next largest items are iteratively packed and scored at each position and orientation and extreme points (EPs) are generated. At block318, the best position and orientation are chosen based on a packing algorithm. At block320, the next largest container is selected where the volume exceeds the size of the largest item, and the iterative packing and scoring at blocks316and318are performed again. This continues with containers of decreasing size. At block322, the process300keeps track of the smallest container with the most items, saves and packs this arrangement, and continues with any remaining unpacked items. At block324, the process300determines that a successful pack has been completed, adds it to the write queue, and proceeds to the next order in the task queue. At block326, the writer receives the successful pack result and transfers it to an output, such as a file or display. Referring toFIG.10, there is shown a process400for assembling unpacked merchandise items in either or both of two types of containers (boxes or deformable bags). This process400may incorporate one or more of the elements described above in system100. Further, this process400summarizes and incorporates the processes200and300described above. As should be understood, these steps do not necessarily occur in the specific order in which they are presented. At block402, notification of an order of merchandise items is received. The order may be received and handled individually. Alternatively, the order may be part of an order database or task queue of orders. It is generally contemplated that the order may be received from any variety of sources and in various contexts, such as, for example, an online order placed by a consumer, an order of numerous items for transport to a retail store, or an order made available for pickup at a store. At block404, an input of a predetermined set of containers is received. The predetermined set defines different sizes and includes at least two different types of containers with a first type of container comprising boxes (box suite/list) and a second type of container comprising deformable bags (bag suite/list). Each of the types of merchandise items (or SKUs) correspond to one of the at least two different types of containers, which correspond to a level of protection for transport of the type of merchandise item. At block406, a first type of container is selected, so, for example, boxes are selected. At block408, a first subset of items to be received in the first type of container is determined, and at block410, a disposition of the first subset of items within the selected type of container is determined. In one form, it is contemplated that a specific arrangement is determined and that these steps are performed iteratively to optimize packing and apply a packing algorithm to efficiently pack the containers. In one form, an iterative routine is performed involving reverse sorting the plurality of merchandise items from a largest volume merchandise item to a smallest volume merchandise item. The items may be virtually packed in different arrangements in containers of decreasing size. At block412, a container size is selected, such as, for example, a box size. In one form, the box size and arrangement are selected in which the first subset of the plurality of items occupies a selected type of container (box) with the smallest size. The order can be packed into the most form fitting box(es). At block414, disposition of the first subset of items in the selected type and size of container is instructed. This instruction may be performed in various ways, such as, for example, transmitting a text file with written instructions or transmitting an image file to a VR display. It is generally contemplated that the process400can take a mixed order of merchandise and assemble unpacked merchandise in both types of containers—boxes and deformable bags. At block416, a second type of container is selected, such as, for example, bags. At block418, a second subset of items to be received in the second type of container is determined, and in one form, the second subset of items may be disposed in the second type of container in any manner. Optionally, in one form, it is contemplated that a specific arrangement is determined and that a packing algorithm to efficiently pack the containers. At block420, a container size is selected, such as, for example, a bag size, and disposition of the second subset of items in that type of container is instructed. In one form, the process400may use a bag suite that includes a list of bags of different sizes and associated volumes. The process400may use an input set of flat bags with each flat bag having two dimensions (such as a certain length and width), and deformation of each flat bag may be calculated to generate a set of deformable bags of different volumes for each flat bag. Each deformable bag in the set will have an associated volume to be used in determining the disposition of the second subset of items. Those skilled in the art will recognize that a wide variety of other modifications, alterations, and combinations can also be made with respect to the above-described embodiments without departing from the scope of the invention, and that such modifications, alterations, and combinations are to be viewed as being within the ambit of the inventive concept. | 47,130 |
11858677 | DETAILED DESCRIPTION The detailed description set forth below describes various configurations of the subject technology and is not intended to represent the only configurations in which the subject technology may be practiced. The detailed description includes specific details for the purpose of providing a thorough understanding of the subject technology. Accordingly, dimensions are provided in regard to certain aspects as non-limiting examples. However, it will be apparent to those skilled in the art that the subject technology may be practiced without these specific details. In some instances, well-known structures and components are shown in block diagram form in order to avoid obscuring the concepts of the subject technology. It is to be understood that the present disclosure includes examples of the subject technology and does not limit the scope of the appended claims. Various aspects of the subject technology will now be disclosed according to particular but non-limiting examples. Various embodiments described in the present disclosure may be carried out in different ways and variations, and in accordance with a desired application or implementation. Apparatuses for blistering medicament portions, also known as blister machines, are known, for example, from WO 2013/034504 A1. Depending on the stage of expansion, the apparatuses comprise hundreds of supply and dispensing stations, in each of which a plurality of medicament portions of a certain type of drug are stored. Upon request, individual medicament portions can be dispensed from the supply and dispensing stations and fed to a packaging device via a guiding device, in which the medicament portions are packaged or blistered. Packaging devices for use in the blister machines mentioned above are known, for example, from WO 2016/113291 A1 and WO 2018/184795 A1. In the case of the packaging apparatuses used in blister machines, blister tubes are usually produced which comprise a plurality of blister bags. To produce the blister bags or blister tubes, a packaging material web is shaped in such a way that one or more medicament portions can be fed to a receiving area. After the medicament portions to be blistered are fed to the receiving area, the individual blister bags of the blister tube are completed by joining together the packaging material web at predetermined locations, the blister bags extending like a strand over the blister tube. The individual blister bags contain patient-specific medicament portions and/or food supplement portions. A patient is usually provided with a plurality of blister bags or a part of the blister tube, and the patient has to recognize from the intake information printed on a blister bag when the medicament composition contained in a blister bag has to be taken, for example in the morning, at noon, or in the evening. In known packaging apparatuses, the intake information intended for the patient is printed onto the packaging material web before the blister bag is joined together. Because of the small size of the blister bags themselves, the printed intake information for the patient is also kept relatively small, so that it can be difficult or impossible for a patient with a visual impairment to grasp, i.e. read, the information, without the use of certain aids. It is an object of the present disclosure to provide a packaging apparatus for small piece goods, with which blister bags can be produced, the intake information of which can also be perceived by patients with a visual impairment. It is further an object of the present disclosure to provide a method for producing such blister bags. The object is achieved on the one hand by a packaging apparatus for small piece goods according to aspects of the disclosure. Within the scope of the present disclosure, the term “small piece goods” is intended in particular to comprise medicament portions and food supplement portions in, for example, tablet form. However, the packaging apparatus can also be used to pack other small piece goods (for example, screws and the like). The packaging apparatus for small piece goods according to the disclosure, with which blister bags can be produced having intake information perceivable by people with a visual impairment, comprises a packaging material guiding device for receiving an elongated packaging material web, the packaging material guiding device being designed such that the elongated packaging material web is shaped in such a way that it is suitable for receiving medicament portions (i.e. has a receiving area for small piece goods) and continues in a direction of travel. How exactly the elongated packaging material web entering the packaging material guiding device is shaped for receiving small piece goods depends on the manner in which the small piece goods to be packaged are fed, how the direction of travel of the formed packaging material web runs and whether the packaging material web is already pre-shaped, for example. For example, it is conceivable that the packaging material is fed already folded in the longitudinal direction or in the direction of travel. If, for example, the packaging material web is moved vertically downward after the shaping, as described in WO 2018/184795 A1, the packaging material web is shaped in a tubular manner, the lower end of the tubular part being formed by a separating area into a leading, already formed blister bag. In such a case, the medicament portions (that is, the small piece goods) are routed directly from above into the receiving area formed with the folding and guiding device. If, alternatively, the direction of travel is more oblique, as described in WO 2016/113291 A1, the packaging material web is shaped into a kind of tetrahedron open at the top, which forms the receiving area for the medicament portions. The exact structural design of the packaging material guiding device is not substantial for the disclosure as long as the function described above is fulfilled by it. The packaging apparatus according to aspects of the disclosure further comprises a longitudinal joining device downstream of the packaging material guiding device, which joins the packaging material web at a packaging material overlap area in the direction of travel of the packaging material web. This packaging material overlap area can be predetermined by a special structural design of the packaging material guiding device. A transverse joining device is also arranged downstream of the packaging material guiding device and joins the packaging material web together at predetermined intervals (in relation to the longitudinal axis or direction of travel of the packaging material web) transversely to the direction of travel to a transverse joining area, the transverse joining device comprising two joiners, at least one of which can be moved transversely to the direction of travel. This transverse joining area can correspond to the upper separating part between two blister bags. This is the case when the blister tube (as is customary) is produced in such a way that the transverse joining area is assigned to two successive blister bags, between which, for example, a perforation is provided within the transverse joining area to separate the individual blister bags. Alternatively, the blister tube can also be produced in such a way that each blister bag is assigned two “separate” transverse joining areas. The longitudinal joining device and the transverse joining device can be arranged one behind the other in the direction of travel as separate components (the transverse joining device being arranged regularly downstream of the longitudinal joining device), but it is also conceivable that the two joining devices are arranged in a common joining component. The packaging apparatus also comprises, according to aspects of the disclosure, a plurality of embossers which can be moved individually transversely to the longitudinal direction and an embosser stop area, the embossers and the embosser stop area cooperating in such a way that elevations which are palpable can be formed by the embossers in the transverse joining area. By forming palpable elevations in the transverse joining area, it is also possible for a patient with a visual impairment to differentiate between a plurality of blister bags. If, for example, three blister bags are provided to a patient per day, it is possible when using two embossing pins to mark the three blister bags with a pattern such that the patient can unequivocally assign them to a time of intake. The packaging device according to the disclosure thus makes it possible to provide blister bags which can also be clearly assigned to a predetermined time of intake by a patient with a visual impairment. How exactly the embossers are realized in the packaging apparatus is not substantial for the present disclosure, as long as it is ensured that the palpable elevations are introduced into the transverse joining area. For example, it is conceivable to provide a further device downstream of the joining devices, which device comprises the embossers and by which the palpable elevations are introduced into the transverse joining areas. However, in order to avoid the use of a separate device for guiding the embossers, it is provided in one or more embodiments of the packaging apparatus according to the disclosure that the embossers are arranged so that they can be extended and retracted in one of the joiners and that the other joiners have an elastically designed joining surface at least in one contact area or a plurality of embossers receptacles which are individually movable transversely to the direction of travel. In aspects of the disclosure, the palpable elevations are thus generated simultaneously with the production of the transverse joining area, so that it is not necessary to introduce the palpable elevations with a separate device after the transverse joining area has been created, which reduces or keeps low the complexity and the overall length (in the direction of travel) of the packaging apparatus. Even when two embossers are used, it is possible to clearly identify the blister bags in such a way that a patient can differentiate between four different blister bags, making it possible for a patient with visual impairment to be able to differentiate the blister bags of a daily requirement without help. In order to clearly differentiate a large number of blister bags from one another and to simplify the determination of the information provided by the elevations, it is provided in one or more embodiments of the packaging apparatus according to the disclosure that the embossers are formed of at least one 2 by 3 matrix (horizontal, vertical) of embossing pins so that a dot pattern in the shape of a Braille character can be generated per matrix by the embossing pins. Even if only one matrix is used, 64 different patterns can be displayed, so that in such a case blister bags can be clearly distinguished from one another for a whole week, for example. When using larger and/or a plurality of matrices, it is therefore possible to emboss a large number of data in the transverse joining area. The blister bags can be joined in different ways from the elongated packaging material web. For example, certain areas can be provided with an adhesive prior to joining. In one or more embodiments, however, it is provided that at least one joining surface of a joiner can be heated, so that the joining together takes place as a welding of the packaging material. As already indicated above, the packaging material guiding device can be realized differently depending on the overall construction of the packaging apparatus. In one or more embodiments, the packaging material guiding device comprises a central through opening and is designed such that the elongated packaging material web is fed to the through opening, which is realized such that the elongated packaging material web is shaped in the direction of travel to a tubular packaging material web defined by the through opening and having a packaging material web overlap area, wherein a guide part of a guiding device for medicament portions extends within a part of the tubular packaging material web, which ends in the delivery area of the tubular packaging material web. In order to ensure in a tubular-shaped packaging material web that the transverse joining by the transverse joining device without overlapping of the packaging material web takes place without errors in the transverse joining area, it is provided in aspects of the disclosure that a plurality of spreaders are arranged in the lower area of the guide part which spread open the tubular packaging material web for joining by the transverse joining device in accordance with the alignment of the joiners. In other words, the spreaders ensure that the tubular packaging material web is adapted to the alignment of the joiners before being joined, i.e. is converted from the circular shape into an elongated shape, which can be better joined together by the transverse joining device. The application also relates to the use of a packaging apparatus according to aspects of the disclosure for producing a blister tube comprising a plurality of blister bags. In the method according to the disclosure for producing a blister tube comprising a plurality of blister bags, an elongated packaging material web is first provided, which is then shaped into a receiving area by a packaging material guiding device for receiving medicament portions. Exactly how this shaping is carried out depends on the exact design of the packaging material guiding device, the direction of travel of the packaging material web and the exact design of the packaging material, as discussed above. After shaping for receiving small piece goods, small piece goods are fed to the receiving area and the packaging material web is joined together to form a tubular packaging material web with a longitudinal joining device in a packaging material overlap area in the direction of travel of the packaging material web, wherein the joining together and feeding of small piece goods can also take place simultaneously or in reverse order. With the transverse joining device, the tubular packaging material web is joined at predetermined intervals, based on the direction of travel or longitudinal axis of the packaging material web, in a transverse joining area, which can also take place simultaneously with the joining in the longitudinal direction. According to the disclosure, a palpable pattern is embossed in the transverse joining area by a plurality of embossers which can be moved transversely to the direction of travel. In one or more embodiments of the method according to the disclosure, the embossers are designed as at least one 2 by 3 matrix of embossing pins, so that a dot pattern in the shape of a Braille character can be embossed into the transverse joining area per matrix by the embossing pins. In this way, a large amount of information can be introduced by palpable characters that are known to a large number of patients with visual impairments. In order to support the joining together of the pre-shaped packaging material web with the transverse joining device and to reduce the likelihood of joining errors, it is provided in one or more embodiments of the method that the tubular packaging material web is spread open by a plurality of spreaders before the joining. In aspects of the disclosure, a specially designed packaging material guiding device is described which is suitable for a not pre-shaped (pre-folded) packaging material web. In the following detailed description, medicament portions are provided as small piece goods.FIGS.1aand1bshow oblique views of one or more embodiments of the packaging apparatus1according to the disclosure, a packaging material web40extending through the packaging apparatus1being omitted inFIG.1ain order to illustrate the components located underneath. In the packaging apparatus1described below, a blister tube is produced in which two successive blister bags “share” a transverse joining area. This means that the embossers are arranged accordingly, either in such a way that the patterns are only created in a part of the transverse joining area, this part being assigned to a blister bag. In some aspects of the disclosure, the embossers can be arranged in such a way that patterns are embossed in both parts of the transverse joining area, which patterns are then each assigned to a blister bag. The embodiment of the packaging apparatus1shown comprises a packaging material feed30, by which the elongated packaging material web40is fed to a packaging material guiding device10via a plurality of rollers, the path of the packaging material web40being shown only partly inFIG.1b. Above the packaging material guiding device10, which is described in more detail in the following figures, a medicament guiding device60is arranged, by which provided medicament portions are fed to a receiving area for medicament portions, which is formed by a shaped area43(e.g., tubular shape) of the packaging material web40. In the packaging apparatus1shown, the shaped packaging material web43is guided vertically downward from the packaging material guiding device10, as can be seen in more detail in the following figures. Due to the vertical guidance of the packaging material web40, the direction of travel thereof is determined as “downwards.” In the case of different designs of the medicament guiding device60and the packaging material guiding device10, the direction of travel can also be different. For example it is conceivable that the direction of travel runs obliquely, in which case the receiving area for the medicament portions is shaped differently (see also WO 2016/113291 A1 and WO 2018/184795 A1 for details). A longitudinal joining device20is arranged downstream of the packaging material guiding device10, with which an overlapping area41of the shaped packaging material web43extending in the direction of travel is joined, as is described in more detail with reference to the following figures. Downstream of this longitudinal joining device20, a transverse joining device100is arranged, which comprises two joiners110,120, wherein as shown the joiners120can be moved transversely or orthogonally to the direction of travel of the packaging material web40, as already indicated inFIG.1b, in which the two joiners110,120are brought together for producing a transverse joining area42of the packaging material web40. The above-mentioned devices of the packaging apparatus1according to the disclosure comprise a plurality of drives, as can be seen in part inFIGS.1aand1b, the exact mode of operation and arrangement within the packaging apparatus1are, however, not substantial for the disclosure. These are usually rotary motors, the mode of operation of which need not be described in more detail here. FIGS.2aand2bshow detailed views of the packaging apparatus1, in particular the medicament guiding device60, the packaging material guiding device10, the longitudinal joining device20, and the transverse joining device100. Arranged above the packaging material guiding device10, which is only indicated inFIGS.2aand2b, is a medicament guiding device60which comprises a funnel-shaped receiving area61for receiving medicament portions. The receiving area61guides the medicament portions into a guide part62, with which the medicament portions are guided into a receiving area45of the shaped packaging material web43, as is described in more detail with reference toFIGS.3aand3b. The longitudinal joining device20is arranged downstream (in relation to the direction of travel of the packaging material web40) of the packaging material guiding device10. This substantially comprises two assemblies, namely a connecting assembly having two welding jaws24a,24band a movement assembly arranged downstream of this connecting assembly, which moves the overlapping area joined by the welding jaws24a,24b“downwards” in the direction of travel by belt drives21,23(e.g., conveyors). In one or more embodiments, it is conceivable that, instead of the welding jaws24a,24b, the overlapping area is acted on, for example, with an adhesive before being joined, and this area is then only pressed together and no welding takes place by heat. Downstream of the longitudinal joining device20, the transverse joining device100is arranged, by which the packaging material web40, which has already been welded in the longitudinal direction, is joined in the transverse direction, as a result of which a transverse joining area42(shown here in an exaggerated manner) is created. FIGS.3aand3bshow further detailed views, the medicament guiding device60being partially omitted and the longitudinal joining device20being completely omitted. In addition, the packaging material web40is omitted inFIG.3b. InFIG.3ain particular the travel and the shaping of the packaging material web40within the packaging apparatus1according to the disclosure can be seen. From the packaging material feed30(not shown), the elongated packaging material web40reaches a receiving area11(to be seen inFIG.3b) of the packaging material guiding device10, which has a central through opening12, towards which the packaging material web40is shaped. For this purpose, the packaging material guiding device10as shown is designed in a shoulder-shaped or collar-shaped manner having the central through opening12. Due to the exact design of the packaging material guiding device10, the elongated packaging material web40is formed over the shoulder-shaped receiving area11to form a tubular packaging material web43having a packaging material overlap area41. InFIG.3ait can be seen that the packaging material web40is guided over the receiving area11and is shaped accordingly (reference numeral44shows the packaging material web40resting on the receiving area11). The packaging material overlap area41is first welded by the welding jaws24a,24bshown inFIGS.2aand2band then moved further in the direction of travel (that is, downwards as shown) by the conveyers21,23. In order to ensure that the shape of the packaging material web40predetermined by the packaging material guiding device10with its central through opening12, is maintained, namely in a tubular form, the guide part62of the medicament guiding device60is guided in order to support this area. The exact arrangement of this guide part62can be seen inFIG.3b. A comparison ofFIGS.3aand3balso shows that the packaging material web40in the area of the packaging material guiding device10extends through a gap between the guide part62and the wall of the central through opening12. Then, the tubular packaging material web43is guided further, on the outside on the guide part62. As can be seen inFIGS.3aand3b, the tubular packaging material web43is spread open to the receiving area45by spreaders64, which are secured in the lower area63of the guide part62. The medicament portions to be blistered arrive in this receiving area45. Because of the already introduced transverse joining area42of the leading blister bag, the receiving area45is also closed at the bottom. The use of the spreaders64is not absolutely necessary, but the use thereof ensures an error-free and visually appealing joining together of the transverse joining area42. With regard to a possible design of the packaging material guiding device10as well as the medicament guiding device60and the longitudinal joining device20, reference is also made to the application WO 2018/184795 A1, the relevant disclosure content of which is hereby incorporated into this application for the aforementioned devices. FIGS.4aand4bshow detailed views of the transverse joining device100having the two joiners110and120. InFIG.4ait can be seen that in one or more embodiments of the packaging apparatus1according to the disclosure shown here, the embossers112are arranged in the joiners110, specifically in such a way that the embossers112designed as embossing pins can be extended and retracted with respect to a surface111of the joiners110. As shown here, only the joiners120can be moved horizontally, that is to say transversely or orthogonally to the direction of travel of the packaging material web40, for which purpose a merely indicated horizontal movement device128is provided as shown, the more exact mode of operation of which is not relevant here. In order that a palpable pattern can be introduced into the transverse joining area42by the extendable and retractable embossing pins112, the embossing pins112cooperate with an elastically designed stop area121which is formed in the joiners120. FIGS.5aand5bshow detailed views of the joiners110, which is arranged in a bracket116(shown inFIG.6a) on or in a joiner housing115. As can be seen in particular inFIG.5b, the embossers112are designed as twelve 2 by 3 matrices117, so that twelve Braille characters can be introduced into the transverse joining area42with the joiners110shown. In order to simplify the separation of the individual blister bags, a separator130is provided below the joiners120, which can be moved horizontally, that is to say transversely or orthogonally to the direction of travel of the packaging material band, and can introduce a perforation into the transverse joining area42or can completely separate it. FIGS.6aand6bshow detailed views of the joiners110, and inFIGS.6aand6bit can be seen to some extent that the individual embossers112designed as embossing pins are individually movable in and out.FIGS.6aand6billustrate the same position of the embossing pins112, and two 2 by 3 matrices are highlighted on the basis of the detailed image, the lower embossing pin of the first column and the upper embossing pin112of the second column being extended in the highlighted matrix on the left, whereas in the second matrix, only the middle embossing pin112in the second column is extended. How exactly the individual embossing pins112are moved is not substantial to the present disclosure and is known to the person skilled in the art, for example from conventional apparatuses for writing in Braille. FIG.7shows a flow chart of one or more embodiments of the method according to the disclosure. In one or more embodiments of the method described below, a blister tube is produced in which two successive blister bags “share” a transverse joining area42. This means that the embossers112are arranged accordingly, either in such a way that the patterns are only created in a part of the transverse joining area42, this part being assigned to a blister bag. Alternatively, the embossers112can be arranged in such a way that patterns can be embossed in both parts of the transverse joining area42, which patterns are then each assigned to a blister bag. First, a packaging material web40is provided in a step200, which, in a step210, is shaped into a receiving area45for receiving medicament portions. This is done, for example, with the packaging material guiding device10described in the previous figures. After the receiving area45has been formed, the medicament portions to be blistered are fed to it in a step220. In a step230, the shaped packaging material web43is joined (e.g., welded) with the longitudinal joining device20at a packaging material overlap area41in the direction of travel of the packaging material web40to form a tubular packaging material web43. In a subsequent step240, the tubular packaging material web43is joined at predetermined intervals in or to a transverse joining area42with a transverse joining device100arranged downstream of the longitudinal joining device20. When viewed in the direction of travel, this transverse joining area42is the end of the blister bag that has just been processed and at the same time the “lower” end of a new subsequent blister bag, the transverse joining area42forming a part of the receiving area45of the following blister bag. According to aspects of the disclosure, a palpable pattern is embossed in step250in the transverse joining area42by a plurality of embossers112which can be moved transversely to the direction of travel, the arrangement in the transverse joining area42being such that the patterns are assigned to one or both blister bags. In one or more embodiments of the apparatus and the method described here, the pattern is only assigned to one blister bag; when using joiners having more complex embossers, patterns for both blister bags can also be embossed in the transverse joining area42, which “share” the transverse joining area42(as the upper or lower end of the blister bags, regularly separated by a perforation made with a separator130). The present disclosure is provided to enable any person skilled in the art to practice the various aspects described herein. The disclosure provides various examples of the subject technology, and the subject technology is not limited to these examples. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. A reference to an element in the singular is not intended to mean “one and only one” unless specifically so stated, but rather “one or more.” Unless specifically stated otherwise, the term “some” refers to one or more. Pronouns in the masculine (e.g., his) include the feminine and neuter gender (e.g., her and its) and vice versa. Headings and subheadings, if any, are used for convenience only and do not limit the subject technology. The word “exemplary” or the term “for example” is used herein to mean “serving as an example or illustration.” Any aspect or design described herein as “exemplary” or “for example” is not necessarily to be construed as preferred or advantageous over other aspects or designs. In one aspect, various alternative configurations and operations described herein may be considered to be at least equivalent. As used herein, the phrase “at least one of” preceding a series of items, with the term “or” to separate any of the items, modifies the list as a whole, rather than each item of the list. The phrase “at least one of” does not require selection of at least one item; rather, the phrase allows a meaning that includes at least one of any one of the items, and/or at least one of any combination of the items, and/or at least one of each of the items. By way of example, the phrase “at least one of A, B, or C” may refer to: only A, only B, or only C; or any combination of A, B, and C. A phrase such as an “aspect” does not imply that such aspect is essential to the subject technology or that such aspect applies to all configurations of the subject technology. A disclosure relating to an aspect may apply to all configurations, or one or more configurations. An aspect may provide one or more examples. A phrase such as an aspect may refer to one or more aspects and vice versa. A phrase such as an “embodiment” does not imply that such embodiment is essential to the subject technology or that such embodiment applies to all configurations of the subject technology. A disclosure relating to an embodiment may apply to all embodiments, or one or more embodiments. An embodiment may provide one or more examples. A phrase such an embodiment may refer to one or more embodiments and vice versa. A phrase such as a “configuration” does not imply that such configuration is essential to the subject technology or that such configuration applies to all configurations of the subject technology. A disclosure relating to a configuration may apply to all configurations, or one or more configurations. A configuration may provide one or more examples. A phrase such a configuration may refer to one or more configurations and vice versa. In one aspect, unless otherwise stated, all measurements, values, ratings, positions, magnitudes, sizes, and other specifications that are set forth in this specification, including in the claims that follow, are approximate, not exact. In one aspect, they are intended to have a reasonable range that is consistent with the functions to which they relate and with what is customary in the art to which they pertain. It is understood that the specific order or hierarchy of steps, operations or processes disclosed is an illustration of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps, operations or processes may be rearranged. Some of the steps, operations or processes may be performed simultaneously. Some or all of the steps, operations, or processes may be performed automatically, without the intervention of a user. The accompanying method claims, if any, present elements of the various steps, operations or processes in a sample order, and are not meant to be limited to the specific order or hierarchy presented. All structural and functional equivalents to the elements of the various aspects described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims. No claim element is to be construed under the provisions of 35 U.S.C. § 112 (f) unless the element is expressly recited using the phrase “means for” or, in the case of a method claim, the element is recited using the phrase “step for.” Furthermore, to the extent that the term “include,” “have,” or the like is used, such term is intended to be inclusive in a manner similar to the term “comprise” as “comprise” is interpreted when employed as a transitional word in a claim. The Title, Background, Summary, Brief Description of the Drawings and Abstract of the disclosure are hereby incorporated into the disclosure and are provided as illustrative examples of the disclosure, not as restrictive descriptions. It is submitted with the understanding that they will not be used to limit the scope or meaning of the claims. In addition, in the Detailed Description, it can be seen that the description provides illustrative examples and the various features are grouped together in various embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed subject matter requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed configuration or operation. The following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as a separately claimed subject matter. The claims are not intended to be limited to the aspects described herein, but are to be accorded the full scope consistent with the language claims and to encompass all legal equivalents. Notwithstanding, none of the claims are intended to embrace subject matter that fails to satisfy the requirement of 35 U.S.C. § 101, 102, or 103, nor should they be interpreted in such a way. | 35,331 |
11858678 | EMBODIMENTS The preferred embodiment of this invention will be described in detail with reference to the accompanying drawings, so that the purposes, the characteristics and the advantages of the invention can be more clearly understood. It should be understood that the embodiments shown in the figures are not intended to limit the scope of this invention, but illustrate the essential spirit of the technical solution of this invention. In the following description, certain specific details are set forth for purposes of illustrating the various disclosed embodiments to provide a thorough understanding of the various disclosed embodiments. However, those skilled in this art will recognize that embodiments may be practiced without one or more of these specific details. In other instances, well-known devices, structures, and techniques associated with the present application may not be shown or described in detail to avoid unnecessarily obscuring the description of the embodiments. Throughout the specification “one embodiment” or “one embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Therefore, the presence of “in one embodiment” or “in one embodiment” at various locations throughout the specification need not all refer to the same embodiment. Additionally, particular features, structures, or features may be combined in any manner in one or more embodiments. In the following description, for clarity of illustration of the structure and mode of operation of the present invention, various directional terms will be used to describe the present invention, but words such as “front”, “rear”, “left”, “right”, “outer”, “inner”, “outward”, “inward”, “upper”, “lower”, and the like, should be understood as convenient terms and should not be construed as limiting terms. The present invention generally relates to a container provided with a discharging port, which is provided with a covering door, the covering door is connected to the discharging port by a connecting device, wherein the connecting device comprises a fixing member, a transmission member and an elastic member. During the opening or closing process of the covering door, the covering door drives the transmission member to move outwardly, and the elastic member is compressed. When the covering door is completely opened or closed, the elastic member springs back and the transmission member moves inwardly, thereby ensuring that the covering door automatically keeps open or closed. The overall structure of the container is novel and reliable, and the operation thereof is simple. There is no need to confirm whether the covering door is attracted in place during the opening or closing process of the covering door, which can effectively avoid human operation errors. The container of the present invention can be a composite intermediate bulk container (IBC), which is a kind of packaging turnover container widely used in the food, biochemical, pharmaceutical, chemical and other industries internationally. Since the IBC container can be used repeatedly for many times, it has obvious advantages in filling, storage and transportation, and compared with the bucket, the IBC container can save 35% of the storage space, and the size conforms to the ISO standard. It is not only suitable for aseptic canning, but also has a compact box, which is convenient for safe and efficient storage in large quantities. Therefore, it is widely used in the transportation, packaging and storage of liquid, granule and flake materials. At present, there are three existing specifications: 820L, 1000L, and 1250L. Usually, its composition structure includes a plastic inner liner, a filling port, a discharging valve, side panels, a bottom plate and a covering plate. Since most of the liquids or particles stored in the IBC are pharmaceutical intermediates, beverage concentrates, food additives and even hazardous materials, which are not only expensive but also related to hygiene and safety, a covering door is required to block the discharging port during use. According to one aspect of the present invention, it mainly relates to a container, comprising a base and side panels, the base or the side panel is provided with a discharging port, the discharging port is provided with a covering door, which is connected to the base or the side panel through a connecting device, the connecting device includes an elastic member, which is elastically deformed during the opening or closing process of the covering door, and when the covering door is completely opened or closed, the elastic member resets and drives the covering door to automatically keep open or closed. For example, one end of the elastic member is directly connected to the covering door, and the other end of the elastic member is directly connected to the base or the side panel, when the covering door is opened or closed, the elastic member is elongated, when the covering door is opened to a horizontal position, under the action of the elastic force of the elastic member, the covering door can continue to be turned over upwardly to automatically keep open, or under the action of the elastic force, the covering door falls back and automatically keeps closed. According to a second aspect of the present invention, it relates to a container comprising a base and side panels, the base or the side panel is provided with a discharging port, the discharging port is provided with a covering door, which is connected to the base or the side panel through a connecting device, the connecting device includes a transmission member and an elastic member. During the opening or closing process of the covering door, the covering door can drive the transmission member to move outwardly, so that the elastic member is compressed. When the covering door is completely opened or closed, the elastic member springs back and drives the transmission member to move inwardly, and the door automatically keeps open or closed. The second aspect of the present invention will be described below mainly with reference to the accompanying drawings. One embodiment of the present invention will be described in detail below with reference toFIGS.1-16. FIG.1is a perspective view of a container100according to one embodiment of the present invention,FIG.2is a perspective view of the base1ofFIG.1,FIG.3is a partially exploded perspective view of the base1ofFIG.1, andFIG.4is a perspective view of the base with the covering door removed. As shown inFIGS.1-4, the container100includes a base1and two pairs of opposing side panels2and3. A small door4is provided on one of the side panels2. A pair of opposing side panels2and3can be folded relative to the base1. The base1is provided with a discharging port11which is usually arranged on one side of the base where the small door4is located below. The discharging port11is provided with a covering door5through which dustproof and anti-tampering effects are achieved. Referring toFIGS.3-4, the covering door5is connected to the discharging port11through a connecting device6. Specifically, the discharging port11is provided on one side of the base1, and a covering door accommodating cavity14is provided on the outerside of the discharging port11, two grooves12are provided on two sides of the upper portion of the covering door accommodating cavity14respectively, one end of the connecting device6is rotatably connected with the covering door5, and the other end of the connecting device6is installed in the groove12. FIGS.5-6are perspective views of the covering door5provided with the connecting device6from different angles, andFIG.7is an exploded perspective view of the covering door5provided with the connecting device6ofFIGS.5-6. As shown inFIGS.5-7, the covering door5is plate-shaped and includes a covering plate50, one end of the covering plate50is provided with a protruding portion51, and two sides of the protruding portion51are respectively provided with connecting grooves52. The two sides of the connecting groove52are respectively provided with shaft holes521, and the cross-sections of the top portions of the protruding portions51at two sides of the connecting groove52are arc-shaped. FIG.8is a partially enlarged schematic view of the covering door. Referring toFIG.8, assuming that the distance between the shaft hole521and a top end of the covering plate50is D3, the distance between the shaft hole521and the bottom surface of the covering plate50is D1, and the distance between the shaft hole521and the front surface of the covering plate50is D2, then D3is greater than D2and also greater than D1, where D1and D2are not limited specially, and can be equal or different. The advantages of such setting are: firstly, when the covering plate50starts to turn over, the transmission member61will be driven to move outwardly, and the elastic member62is compressed; when the covering plate50is turned over to a certain angle (exceed the apex of the arc on the top end of the covering plate50), the elastic member62starts to spring back, and drives the transmission member61to move inwardly to drive the covering plate50to keep open or closed; secondly, since the protruding portion51on the covering plate50is a boss whose front surface protrudes upward, when the covering plate50is in the closed state, the covering plate50retracts into the side of the box to avoid friction and collision and extend the service life. When the covering plate50is in the open state, the covering plate50abuts against the side panel of the box or located in the corresponding accommodating cavity in the side panel, which can protect the covering plate50and extend the service life. Continuing to refer toFIGS.5-7, the connecting device6generally includes a transmission member61, an elastic member62and a fixing member63. One end of the transmission member61is rotatably connected to the covering door5, and the other end of the transmission member61extends into the groove12in the base1, and the elastic member62and the fixing member63are arranged in the transmission member61. During the opening or closing process of the covering door5, the covering door5drives the transmission member61to move outwardly, and the elastic member62is compressed. When the covering door5is completely opened or closed, the elastic member62springs back and the transmission member61moves inwardly, thereby ensuring that the covering door automatically keeps open or closed. Specifically, the top of the covering door5is provided with a protruding portion51, two sides of the protruding portion51are respectively provided with a connecting groove52, and the transmission member61is rotatably connected in the connecting groove52. In this embodiment, the connecting groove52is provided with a shaft hole521, the connecting device6further includes a pin shaft64, one end of the transmission member61is provided with a pin shaft hole612, and the main part of the pin shaft64penetrates into the pin shaft hole612and both ends thereof extend into the shaft holes521in the connecting groove52, so as to connect the transmission member61with the covering door5rotatably. However, those skilled in the art can understand that the pin shafts64may not be provided separately, but the pin shafts are integrally protruded from both ends of the transmission member61. The specific structure of the transmission member61will be described below with reference toFIGS.9-10.FIGS.9-10are respectively perspective views of the transmission member61according to one embodiment of the present invention from different angles. As shown inFIGS.9-10, the transmission member61is formed as a whole in a rectangular parallelepiped structure and is provided with a mounting hole611. An elastic member mounting portion613is provided on the end wall of the mounting hole611. For example, the elastic member62is a spring, and the elastic member mounting portion613is a mounting protrusion, and an end of the spring is sleeved over the mounting protrusion. The end of the mounting hole611of the transmission member61is provided with a pin shaft hole612, and the pin shaft hole612extends from the left side to the right side in the figure of the transmission member61. The end of the transmission member61where the pin shaft hole612is provided is provided with an arc surface614, and the bottom of the connecting groove52of the covering door5is in contact with the arc surface614when the covering door5is rotated to open or close. The specific structure of the fixing member63will be described below with reference toFIGS.11-12.FIGS.11-12are perspective views of the fixing member63according to an embodiment of the present invention from different angles, respectively. As shown inFIGS.11-12, the fixing member63includes a main body630which is provided with an opening631, a buckle633is provided at one end of the opening631, the other end of the opening631is kept open, and a boss632is provided at a side of the buckle633facing the opening, and the boss632is used to install the other end of the elastic member. For example, the elastic member is a spring, and one end of the spring is sleeved over the elastic member mounting portion613in the transmission member61, and the other end is sleeved over the boss of the main body630. Referring back toFIGS.5-7, the pin shaft hole612at one end of the transmission member61and the shaft hole521in the covering plate50are connected with the pin shaft64cooperatively and rotatably, and the other end of the transmission member61extends into the groove of the base1, the fixing member63and the elastic member62are located in the mounting hole611of the transmission member61. Referring toFIGS.13-16, a buckle groove13is provided in the groove12of the base1, the buckle633on the fixing member63is fixed with the buckle groove13of the base1, and the one end of the elastic member62is fixed with the elastic member mounting portion613in the mounting hole611of the transmission member61, the other end is fixed with the boss632on the fixing member63. During the opening or closing process of the covering door50, the covering door50rotate around the pin shaft64to drive the transmission member61to move outwardly, and the elastic member62is compressed. When the covering plate50is completely opened or closed, the elastic member62springs back and the transmission member61moves inwardly, thereby ensuring that the covering door automatically keeps open or closed. FIGS.13-16show the process of the covering door5from the closed state to the open state, and the process of the covering door from closing to opening will be described below with reference toFIGS.13-16. FIG.13shows that the covering door5is in a closed state. As shown inFIG.13, the transmission member61is located in the groove12on the base1, and the transmission member61can move in the groove12. In particular, the buckle633on the fixing member63is fixedly connected with the buckle groove13, so that the covering door5is fixedly connected with the base1as a whole. FIG.14shows the state in which the covering plate50is turned over upwardly by 45°. As shown inFIG.14, the covering plate50rotates upwardly around the pin shaft64. Due to the structural characteristics of the covering plate50(D3is greater than D2and D1), the arc surface of the top end of the covering plate50abuts against the side surface of the base1, thereby driving the transmission member61to move outwardly, and the elastic member62is in a compressed state. Assuming that the external force for turning over upwardly is cancelled at this time, the elastic member62will spring back, thereby driving the transmission member61to move inwardly, and the covering plate50will automatically turn over downwardly to keep closed. FIG.15shows the state in which the covering plate50is turned over upwardly by 90°. As shown inFIG.15, at this time, the arc surface of the top end of the covering plate50abuts against the side surface of the base1, and the elastic member62is compressed to the largest extend. If the external force for turning over upwardly is cancelled, the elastic member62will spring back, thereby driving the transmission member61to move inwardly, and the covering plate50will automatically turn over upwardly or downwardly to keep closed or open (in practical use, due to the effect of gravity, the covering plate will tend to turn over downwardly, and the critical angle of turning over upwardly or turning over downwardly of the covering plate is larger than 90°. FIG.16shows the state that the cover is kept open. As shown inFIG.16, at this time, the front surface of the protruding part51on the covering plate50abuts against the side of the base1, the covering plate50abuts against the side panel of the box, and the elastic member62is in a spring back state. It should be noted that, although in the above embodiment the discharging port is provided in the base, those skilled in the art can understand that the discharging port can also be provided in the side panel, and in this case, the corresponding structure of the discharging port provided on the base will be moved to the side panel, for example, the groove, the accommodating cavity of the buckle, etc. are also arranged in the side panel, and the arrangement of the discharging port in the side panel will not affect the realization of the present invention. In addition, in the above embodiment, the side panel of the container is provided with a small door, however, those skilled in the art can understand that the side panel may not be provided with a small door. It should also be noted that, in the above embodiment, the side panel and the base can be folded with each other, and when the container is empty, the space occupied by the container can be reduced by folding the side panel onto the base. Of course, the side panel and the base may not be folded with each other, and these situations will not affect the realization of the technical solution of the present invention. To sum up, the discharging port of the container of the present invention adopts the form of a covering plate, a fixed member, a transmission member and an elastic member that cooperate with each other. During the opening or closing process of the covering plate, the covering plate drives the transmission member to move outwardly, and the elastic part is compressed. When the covering plate is completely opened or closed, the elastic member springs back and the transmission member moves inwardly, thereby ensuring that the covering door automatically keep open or closed. The overall structure of the container is novel and reliable, and the operation thereof is simple. There is no need to confirm whether the covering door is attracted in place during the opening or closing process of the covering door, which can effectively avoid human operation errors. The preferred embodiments of the present invention have been described in detail above, but it should be understood that after reading the above teaching content of the present invention, those skilled in the art can make various changes or modifications to the present invention. Such equivalents also fall within the scope defined by the claims appended hereto. | 19,330 |
11858679 | FIG.17a flow diagram of a method of the invention for filling and closing a container. FIG.1shows a flow diagram of a method100of the invention for producing a container406. In a method step a)101, a container blank306is provided. The container blank306comprises a blank wall1201that partly surrounds a blank interior. The blank wall1201here partly surrounds the blank interior in that the blank wall1201has a blank opening. In addition, the blank wall1201comprises a multitude of mechanical pulp fibers, and water in a proportion of 75% by weight, based on the total weight of the blank wall1201. The container blank306can be provided by producing the container blank306as described in connection withFIG.3. In a method step b)102of the method100, the container blank306is shaped thereby obtaining a container406. This shaping is effected in the form of a hot pressing operation and is elucidated in detail below in connection withFIGS.4to10. The container406comprises a container wall1101that partly surrounds a container interior1107. The container wall1101here partly surrounds the container interior1107in that the container wall1101has a container opening1102. The container wall1101here consists of a container layer1203obtained from the blank wall1201. This container layer1203comprises the water in a proportion of 5% by weight, based on the weight of the container layer1203, and the particles of the multitude of particles. FIG.2shows a flow diagram of a further method100according to the invention for production of a container406. The method100ofFIG.2comprises method steps a)101and b)102of the method100ofFIG.1and additionally a downstream method step c)201. In method step c)201, the container layer1203is coated with an inner polymer layer1401on a surface facing the container interior1107. This coating is effected as powder coating of the container layer1203with a polymer powder. The polymer powder is electrically charged here relative to the container layer1203, sprayed onto the container layer1203, and then heated above its melting point by blowing with hot air, so as to form a continuous inner polymer layer1401. FIG.3shows a scheme for production of the container blank306which is provided in method step a)101of the method100ofFIG.1. First of all, a composition consisting of water, a multitude of mechanical pulp fibers, AKD and ASA as hydrophobizing agents, and Eka ATC 4150 from Eka Chemicals as flow agent is provided. The composition comprises the fibers here in a proportion of 0.6% by weight, and the hydrophobizing agents and the flow agent in proportions of collectively less than 0.025% by weight, based in each case on the weight of the composition. The remainder of the composition to 100% by weight is water. The composition is also referred to as pulp. In addition, a negative mold301of the container blank306is provided. The negative mold301includes a mold wall303partly surrounding a mold interior302. The mold wall303partly surrounds the mold interior302here in that the negative mold301includes a mold opening305that connects the mold interior302to an environment of the negative mold301. The mold interior302has a maximum diameter in a plane perpendicular to a height of the mold interior302, with the mold interior302having a diameter less than the maximum diameter of the mold interior302throughout in the direction from the plane to the mold opening305, meaning that the mold interior302narrows from the plane of the maximum diameter toward the mold opening305. The mold wall303has a multitude of openings304. The size of the openings304has been chosen such that the mold wall303is permeable to the water from the pulp, but not the fibers of the pulp that have an average fiber length of 1.5 mm. The construction of the mold wall303is described in detail in connection withFIG.5. For production of the container blank306, a first portion of the composition is introduced into the negative mold301. For this purpose, the first portion of the pulp flows through the mold opening305into the mold interior302. Concurrently therewith, the pulp flowing in meets the inside of the mold wall303, and the water from the first portion partly passes through the openings304and hence is removed again from the first mold interior302. This is supported by a reduced pressure applied to the mold wall303from the outside. In this regard, the arrows inFIG.3show the flow of the water. In the aforementioned method steps, the first portion does not have a flow rate of more than 200 mm/s at any point in the mold interior302. While the water from the first portion of the pulp partly leaves the mold interior302again, the fibers from the first portion cannot pass the mold wall303through the openings304. As a result, the fibers are deposited on the side of the mold wall303facing the mold interior302. In order to further dewater the deposited and partly dewatered pulp, compressed air is introduced into the mold interior302, such that the pressure in the mold interior302is increased and the fibers with the remaining water are pressed against the mold wall303from the inside and hence a further proportion of the water is pressed out of the mold interior302. Once the compressed air has been released again, a further portion of the pulp flows into the mold interior302. Analogously to the above method steps, the pulp from the further portion flowing in meets the inside of the partly dewatered pulp from the first portion that has been deposited on the mold wall303. A portion of the water from the further portion flows here through the partly dewatered pulp from the first portion and is removed through the openings304, as a result of which this portion of the water is removed again from the mold interior302. This is again supported by the reduced pressure applied to the mold wall303from the outside. The further portion here does not have a flow rate of more than 200 mm/s at any point in the mold interior302. In order to further dewater the deposited and partly dewatered pulp from the first and further portions, compressed air is again introduced into the mold interior302, such that the pressure in the mold interior302is increased once more and the fibers from the first and further portions with the remaining water are pressed against the mold wall303from the inside and hence a further proportion of the water is pressed out of the mold interior302. Since the negative mold301is designed as the negative mold of the container blank306, the latter is obtained as a result. The container blank306consists of the partly dewatered pulp and already has the shape of a bottle. Consequently, the container blank306has a blank wall1201that partly surrounds a blank interior. The blank wall1201has an average density of 0.2 g/cm3. The blank wall1201has a blank opening, where the blank interior has a maximum diameter in a plane perpendicular to a height of the blank interior, where the blank interior has a diameter less than the maximum diameter of the blank interior throughout in the direction from the plane to the blank opening. The height of the blank interior here is a greatest dimension of the blank interior in any Cartesian spatial direction and extends from the blank opening to a section of the blank wall1201opposite the blank opening that is a base of the container blank306. The region of the blank wall1201that forms the blank opening is referred to as mouth region1202. Thereafter, the negative mold301consisting of half-shells is opened in order to demold the container blank306obtained. FIG.4shows a scheme for method step b)102of the method100ofFIG.1. In this method step b)102, the container406of the invention is obtained from the container blank306by hot pressing in a hot pressing apparatus. For this purpose, the container blank306is introduced into a negative mold400of the container406as part of the hot pressing apparatus. For this purpose, the negative mold400has been constructed from half-shells. The negative mold400includes a mold wall401partly surrounding a mold interior402. The mold wall401is in porous form and accordingly has a multitude of openings403, where the openings403are pores. The size of the pores has been chosen such that the mold wall401is permeable to the water present in the blank wall1201, but not to the fibers. In addition, the hot pressing apparatus includes a shaping tool404comprising a solid body405. This solid body405takes the form of a hollow body405with an elastically deformable wall. Shaping of the container blank306in the mold interior402of the negative mold400gives the container406from the container blank306. The container406comprises a container wall1101that partly surrounds a container interior1107. This consists here of a container layer1203which is obtained from the blank wall1201. The container layer1203has an average density of 0.75 g/cm3. Details of the hot pressing in the hot pressing apparatus are shown inFIGS.6to10and elucidated with regard thereto.FIGS.6to10should be viewed here in a time sequence. FIG.5shows a photograph of a half-shell500of the negative mold301of the container blank306inFIG.3. The half-shell500consists of a plastic carrier501with a multitude of holes. A sieve mold502has been inserted into this plastic carrier. The sieve mold502forms the surface of the mold wall303on which the fibers of the pulp are deposited in the production of the container blank306. FIG.6shows a further scheme for method step b)102of the method100ofFIG.1. This shows a section through the hot pressing apparatus with the negative mold400of the container406and the shaping tool404with the hollow body405. The container blank306to be pressed is in the mold interior402. The shaping tool404comprises a circular outer ring601made of aluminum and a circular inner ring602made of silicone. The inner ring602is concentrically within the outer ring601and arranged so as to be elastically deformable with respect thereto. FIG.7shows a further scheme for method step b)102of the method100ofFIG.1. By comparison withFIG.6, this shows that the shaping tool404with the hollow body405is moved in a first direction701. As a result, the hollow body405is introduced further into the blank interior. In addition, the shaping tool404is in contact with the container blank306in its mouth region1202. The contacting of the mouth region1202with the shaping tool404includes accommodating of the blank wall1201in the mouth region1202between the outer ring601and the inner ring602of the shaping tool404. FIG.8shows a further scheme for method step b)102of the method100ofFIG.1. By comparison withFIG.7, the shaping tool404has been moved here further in the first direction701, such that the shaping tool404grips the negative mold400which is closed. By virtue of this movement, the shaping tool404grips the mouth region1202of the container blank306such that it presses the blank wall1201in the first direction701along a length of the container blank306. This reduces the height of the container blank306. At the same time, the shaping tool404grips the mouth region1202of the container blank306such that the blank wall1201in the mouth region1202is pressed in a further direction801. The further direction801is arranged radially here, i.e. in a plane perpendicular to the height of the container blank306. InFIG.8, the mouth region1202of the container blank306has already been pressed between the outer ring601and the inner ring602and hence, by shaping, the mouth region1103of the container406has been obtained. It can also be seen that the outer ring601surrounds the blank wall1201in the mouth region1202of the container blank306along an outer circumference of the mouth region1202. In addition, the inner ring602engages with the blank interior and contacts the blank wall1201in the mouth region1202of the container blank306along an inner circumference of the mouth region1202of the container blank306. FIG.9shows a further scheme for method step b)102of the method100ofFIG.1. By comparison withFIG.8, oil at 180° C. was introduced here into the hollow body405, such that the elastically deformable wall thereof has been deformed to such a degree that it presses the blank wall1201against the mold wall401from the inside. This affords the container layer1203that forms the container wall1101, and hence the container406. FIG.10shows a further scheme for method step b)102of the method100ofFIG.1. Here, proceeding fromFIG.9, the oil was sucked back out of the hollow body405and the latter is removed from the mold interior402, such that the container406can be demolded from the negative mold400by opening the half-shells. FIG.11shows a schematic diagram of a container406of the invention. The container406was obtained by the method100ofFIG.2. The container406comprises a container wall1101that partly surrounds a container interior1107. The container wall1101consists of an inner polymer layer1401of PLA and a container layer1203, which completely superimpose one another as layers of a layer sequence in that sequence in the direction from the container interior1107outward. The container layer1203was obtained here as described above in method step b)102of the method100via a blank wall1201from a pulp. The container406is a bottle having a container opening1102in a mouth region1103. The mouth region1103is connected to a bottle body1105via a bottle neck1104. In addition, the bottle includes a base1106. The container layer1203consists to an extent of 94% by weight, based on the total weight of the container layer1203, of solids including fibers obtained from spruce wood as ground wood with an average fiber length of 1.5 mm and, as additives, AKD and ASA, and also Eka ATC 4150 from Eka Chemicals. In addition, the container layer1203has a moisture content of 6% by weight, based on the total weight of the container layer1203. The container layer1203does not include any fold or crease at all. The container406includes the inner polymer layer1401in a proportion of 15% by weight, based on the total weight of the container406. The container interior1107has a maximum diameter1109in a plane perpendicular to a height1108of the container interior1107, where the container interior1107has a diameter less than the maximum diameter1109of the container interior1107throughout in the direction from the plane to the container opening1102. This is illustrated in the dotted guidelines included inFIG.11. FIG.12shows a schematic longitudinal section through the container406ofFIG.11by comparison with a longitudinal section through the container blank306from which this container406has been obtained. This shows the container layer1203that has been obtained from the blank wall1201by the method100ofFIG.2. In the mouth region1103, the container layer1203comprises a holding ring1204for better processing of the container406in a filling machine. This also shows a differential1207in the heights of the container406and of the container blank306. As a result of this difference in height, there is sufficient material available in the container blank306to be able to form the mouth region1103of the container406with the holding ring1204from the mouth region1202of the container blank306. For this purpose, the container blank306is also pressed lengthwise as described above. Attempts to provide additional material solely by increasing the thickness of the blank wall1201often lead to formation of a squeeze bulge in the mouth region1103that can lead to processing faults in a filling machine. In addition,FIG.12shows an edge1206of the mouth region1202of the container blank306. In method step b)102, this edge1206is surrounded in a gap-free manner by the inner ring602and the outer ring601of the shaping tool404. As a result, the edge1206is pressed cleanly, and a smooth edge1205of the mouth region1103of the container406is obtained without a burr. As a result, it is possible to seal a pull tab onto the edge1205as a closure without prior generation of a cut through the mouth region1103of the container406. Since the edge1205has been pressed smoothly and has not been cut and hence is less absorptive, the sealing can be effected with a low amount of sealant. FIG.13shows a schematic diagram of a further container406of the invention. This container406also takes the form of a bottle. The bottle again comprises a container wall1101that partly surrounds a container interior1107. The container wall1101consists of a layer sequence of the following layers in superposed succession in the direction from the container interior1107outward: an inner polymer layer1401of EVOH, a container layer1203, and an outer polymer layer1402of PET. The bottle has a container opening1102in a mouth region1103. In addition, the mouth region1103has been provided with a screw thread1301for screwing on a lid as part of a closure. The screw thread1301has been formed here by the container layer1203and coated with the outer polymer layer1402. The mouth region1103is connected to a bottle body1105via a bottle neck1104. The container layer1203consists to an extent of 92.5% by weight, based on the total weight of the container layer1203, of fibers obtained from spruce wood as ground wood with an average fiber length of 1.5 mm. In addition, the container layer1203has a moisture content of 7.4% by weight, based on the total weight of the container layer1203, and includes 0.1% by weight of additives, for example AKD and ASA, as hydrophobizing agents, and Eka ATC 4150 from Eka Chemicals as flow agent. The container layer1203has an average thickness of 650 μm and is no thinner than 300 μm at any point in the container wall1101. In addition, the container layer1203does not include any fold or crease at all. The inner polymer layer1401has an average layer thickness of 80 μm. The outer polymer layer1402has an average layer thickness of 50 μm. The container interior1107has a maximum diameter1109in a plane perpendicular to a height1108of the container interior1107, where the container interior1107has a diameter less than the maximum diameter1109of the container interior1107in the direction from the plane to the container opening1102, in the region of the bottle neck1104and the mouth region1103. FIG.14shows a schematic longitudinal section through the container406ofFIG.13.FIG.14shows that the outer polymer layer1402has been coated over the full area of the container layer1203. In this case, the edge1205of the container layer1203which is at the top inFIG.13and runs around the container opening1102has been coated with the outer polymer layer1402but not with the inner polymer layer1401. Since this edge1205for the use herein is not regarded either as facing or as being remote from the container interior1107, the inner polymer layer1401is considered to have been fully coated. FIG.15shows a schematic longitudinal section through a further container406of the invention that has the same shape as the container406ofFIG.13. The container layer1203here has been coated completely with the inner polymer layer1401, and the inner polymer layer1401has also been coated onto the edge1205. The outer polymer layer1402has been superimposed merely onto the edge1205of the container layer1203and applied there to the inner polymer layer1401. FIG.16shows a schematic longitudinal section through a further container406of the invention. The container406inFIG.16has the design of the container406inFIG.13. In a departure from the container406inFIG.13, the outer polymer layer1402here does not superimpose the container layer1203completely, but only over about 20% of the surface of the container layer1203remote from the container interior1107. The container layer1203here has especially been coated with the outer polymer layer1402over the entire mouth region1103of the container406. FIG.17shows a flow diagram of a method1700of the invention for filling and closing a container406. In a method step I)1701, the container406ofFIG.15is provided. The subsequent method steps II)1702and III)1703are conducted in a filling machine. In method step II)1702, the container406is filled with a smoothie through its container opening1102. In method step III)1703, the container406thus filled is closed. For this purpose, an aluminum foil is sealed over the container opening1102by heat-sealing onto the edge1205using the outer polymer layer1402and the inner polymer layer1402as sealants. LIST OF REFERENCE NUMERALS 100method of the invention for producing a container101method step a)102method step b)201method step c)301negative mold of the container blank302mold interior of the negative mold of the container blank303mold wall of the negative mold of the container blank 304opening of a multitude of openings in the mold wall of the negative mold of the container blank305mold opening of the negative mold of the container blank306container blank400negative mold of the container401mold wall of the negative mold of the container402mold interior of the negative mold of the container403opening of a multitude of openings in the mold wall of the negative mold of the container404shaping tool405solid body/hollow body406container of the invention500half-shell of the negative mold of the container blank501plastic carrier502sieve mold601outer ring602inner ring701first direction801further direction1101container wall1102container opening1103mouth region of the container1104bottle neck1105bottle body1106base1107container interior1108height of the container interior1109maximum diameter of the container interior1201blank wall1202mouth region of the container blank1203container layer1204holding ring1205edge of the mouth region of the container1206edge of the mouth region of the container blank1207difference in height of the container blank and the container1301screw thread1401inner polymer layer1402outer polymer layer1700method of the invention for filling and closing a container1701method step I)1702method step II)1703method step III) | 21,946 |
11858680 | DETAILED DESCRIPTION The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the invention are shown. Indeed, the invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Like numbers refer to like elements throughout. Overview Described herein is a container configured to, as a non-limiting example, enclose disposable cleaning wipes. The container comprises a plurality of strengthening features that provide desirable strength characteristics while minimizing the required amount of material necessary to construct the container having the desired strength characteristics. For example, various strengthening features may extend across planar surfaces, curved surfaces, and/or complex curved surfaces in order to provide crush resistance, tensile strength, and/or the like for the container. In various embodiments, the container may comprise a plastic material (e.g., High-Density Polyethylene (HDPE), Polyethylene terephthalate (PET), Polypropylene, or other thermoplastic polymers). As a non-limiting example, the container may comprise at least about 40-56 g of material to provide a container having an interior volume of at least substantially 64 oz. As a non-limiting example, the container may comprise at least about 22-28 g of material to provide a container having an interior volume of at least substantially 38 oz. Substantially larger or smaller containers may be formed or provided, with structural features beyond size/dimension otherwise as detailed herein. As discussed herein, the container may define an at least substantially rounded base-perimeter having an at least substantially rounded sidewall extending therefrom. The sidewall may extend from a base portion, through a curved base transition region, and through a vertical portion to a rim portion. In certain embodiments, the sidewall may contain grooves, which grooves may extend through the curved base transition region and the vertical portion. In certain embodiments, the vertical portion may also have a degree of curvature along at least a portion thereof. In certain embodiments, the grooves may extend only partly along and/or around a portion of the vertical portion, defining smooth portions, which may be useful for adherence of labels or the like to the container. In certain embodiments, the grooves may extend only along and/or around a portion of the curved base transition region for similar or other considerations, aesthetic and/or structural (i.e., strength-providing) in nature. In certain embodiments, the grooves may extend through a portion of the vertical portion, ending influenced at least in part due to curvatures of other portions of the container(s). These and other various embodiments (including variations not illustrated herein) may be understood with reference collectively toFIGS.1and7A-C. Any of a variety of combinations of those embodiments illustrated, as will be detailed elsewhere herein, may be also envisioned within the scope of the present invention. The container may be extrusion blow molded. In various embodiments, the container may be formed by placing an extruded parison within a container mold having an interior surface corresponding to the shape of the container. The parison itself may be extruded via an extrusion head comprising a mandrel and corresponding die shaped to disperse molten plastic of the parison to minimize the thickness of a partline formed in the blowmolded container (as a result of the joining of two mold shells). In various embodiments, the container mold may comprise two mold shells that collectively define the entirety of the mold. The mold shells may be symmetrical and have corresponding features, and accordingly the resulting container may be symmetrical across one or more planes. The following description of a container is divided into various portions of the container for purposes of clarity, however it should be understood that such divisions should not construed as limiting, as one or more containers according to various embodiments may be constructed as a single continuous part. Moreover, the following description provides various dimensions for an example embodiment. These dimensions should not be construed as limiting and are instead provided as dimensions for just one example embodiment. Container Construction In various embodiments, as may be understood fromFIG.1, the container 1 may be generally cylindrical in shape. An additional embodiment is illustrated inFIG.7A, wherein a container700in many ways analogous to the container 1 may have a column and/or tapered-column shape and/or not be cylindrically shaped (i.e., having different width versus depth). Yet another embodiment is illustrated inFIG.7B, wherein a container710in many ways analogous to the container 1 may be shaped like a conventional round gallon carton for storing fluids, such as bleach, milk, or the like. In yet another embodiment illustrated inFIG.7C, a container720also in many ways analogous to the container 1 may have a decanter shaped with multiple areas of tapering along a length or height thereof. In certain of these embodiments, the containers may be square, rectangular, oval, or irregularly shaped, with reference to respective base portions thereof. Other features of these additional embodiments, though, including but not limited to the sidewall and/or transition region grooves or flutes may be substantially the same as the features described with reference to the container 1. Returning toFIG.1, the container 1 illustrated therein may comprise a tubular body10having an open top end12(which may have a lid attached thereto) and an opposing and closed bottom end. The tubular body may be radially centered about a central axis11. In various embodiments, the closed bottom end may be defined, at least in part, by a bottom portion100and the open top end may be defined by a rim portion300. In various embodiments, the closed bottom end may be configured to interact with a supporting surface such that the closed bottom end may allow the container 1 to remain in an upright position. In various embodiments, the rim portion300may be configured for accepting a lid (not shown). The lid may be generally rounded in shape with a diameter at least substantially the same as an outer diameter of the tubular body. In such an embodiment, when attached to the rim portion300, the lid may be radially centered about a central axis11and may cover at least a portion of the open top end12. In various embodiments, the container 1 may have a height of at least approximately 8.224 inches to 8.344 inches (e.g., about 8.284 inches). In certain embodiments, the height may range from 8 inches to 9 inches, although it should be understood that taller and/or shorter embodiments may be envisioned and still otherwise (e.g., grooves and transition regions) remain within the scope of other features of the container. In various embodiments, the container 1 may have a rounded sidewall200, which may have an outer diameter202(seeFIG.5) of at least approximately 4.33 inches to 4.17 inches (e.g., about 4.25 inches, as illustrated inFIG.5). In certain embodiments, the outer diameter202may range from 4 to 5 inches. In various embodiments, the open top end adjacent rim portion300may also have a diameter of at least approximately 3.79 inches to 3.76 inches (e.g., about 3.775 inches). In other embodiments, the diameter of the rim portion300may range from 3.5 to 4 inches. In still other embodiments, the diameter of the rim portion300may be substantially the same as the diameter of the rounded sidewall200. As noted above however, larger or smaller containers may be provided in accordance with certain embodiments. In various embodiments, the container 1 may comprise and/or be formed from a rigid or semi-rigid material. Semi-rigid containers 1 may be configured to flex when exposed to externally applied forces, and/or rigid containers 1 may be configured to resist substantial flexing when subject to externally applied forces. For example, the container 1 may comprise plastic or other rigid or semi-rigid material. As just one specific example, the container 1 may comprise HDPE. As will be discussed herein, the container may be extrusion blow molded. In such embodiments, the container 1 may comprise at least approximately 35 g of material to provide a 64-ounce interior volume container. As other example embodiments, the container 1 may comprise at least approximately 22-28 g (e.g., 25 g) of material for a 38-ounce interior volume container, and/or at least approximately 40-56 g (e.g., 52.5 g) of material for a 64-ounce interior volume container. Except as otherwise discussed herein, the container 1 may have an at least substantially uniform wall thickness (extending between the interior of the container 1 and the exterior surface of the container 1) of at least approximately 0.01 inches to 0.05 inches (e.g., between about 0.025 inches to 0.035 inches). Accordingly, the sidewall200may have an at least substantially uniform wall thickness between the curved base transition region220, vertical portion210, and top portions300(each described in greater detail herein). However, in other embodiments, the container 1 may have a non-uniform wall thickness, such that portions of the container that are forecasted to be subject to higher loads may be formed with a greater wall thickness. Still further, in various embodiments, the container 1 may be configured to resist a vertical crushing force of between about 80-200 lbf of force with about a 0.25-inch deflection in overall height of the bottle before breaking. In other embodiments, the container 1 may be configured to resist a vertical crushing force of between about 90-120 lbf of force with about a 0.25-inch deflection in overall height of the bottle before breaking. As will be discussed herein with reference to specific contours of the container 1, the container 1 may define a symmetry plane A extending through the center of the container. In various embodiments, the container may be at least substantially symmetrical across the symmetry plane A (except as specifically noted elsewhere herein), such that contours on a first side of the symmetry plane A are equal and opposite to contours on a second side of the symmetry plane A. As illustrated inFIG.4, the symmetry plane A may extend through a center of a base channel and a smooth base transition region222. It should be understood, though, that in certain embodiments (see e.g.,FIGS.7A-C) the symmetry may be substantially different from and/or non-existent as compared to that of container 1, without departing from the scope and nature of certain inventive concepts described herein. Base Portion100 As illustrated inFIGS.1-6B, a container 1 according to various embodiments may be supported in an upright configuration by a base portion100relative to a horizontal support surface. The base portion100may be defined between a base transition region220extending around the perimeter of the container 1. In various embodiments, the base transition region220may define a radius of curvature between the rounded sidewall200and the base portion100around the entire perimeter of the container 1 (with exceptions, for example, resulting from the presence of one or more channels110extending through the base transition region220) extending between the base portion100and the container sidewall200. For example, as shown inFIGS.1,3, and6B, the base portion100defines a base channel110extending through a support portion101and across the entirety of the base portion100. The base channel110may be aligned with the symmetry plane A, such that a centerline of the base channel110is aligned with the symmetry plane A. In the illustrated embodiment ofFIG.3, the base channel110has a width (measured across the base channel110and perpendicular to the plane of symmetry A) of between 0.1 inches to 1.0 inches (e.g., 0.532 inches). The base channel110may have a depth of between 0.01 inches to 0.08 inches (e.g., 0.040 or 0.056 inches). In other embodiments, no base channel110may be provided. The base channel110, when present, may also define an at least substantially continuous, concave radius of curvature of between about 0.01 inches to 0.25 inches (e.g., 0.1 inches). In various embodiments, the base channel110may have an at least substantially uniform wall thickness of at least approximately 0.01 inches to 0.05 inches (e.g., between about 0.025 inches to 0.035 inches). Because the base channel110intersects the support portion101across the entirety of the diameter of the base portion100, the support portion101effectively forms two symmetrical support portions on which the container 1 is supported in an upright orientation. Each of the symmetrical support portions of the support portion101may form substantially “C”-shaped support portions, having opposite ends of each support portion bounded by each of the base channels110. With reference toFIG.6B, it may be understood that the base channel110, shown in sectional view, may define a tunnel112. This tunnel112, as previously described, may intersect the support portion101across the entirety of the diameter of the base portion100. The tunnel112may also intersect the transition region220. A depth of the tunnel112may be between 0.01 and 0.20 inches (e.g., approximately 0.056 inches, or 0.10 inches or the like). The range of depths for the tunnel112may of course vary beyond the ranges stated above in certain embodiments, provided of course that the depth of the tunnel112remains less than a depth122of an adjacent inset panel120, as described immediately below and as evident also fromFIG.6B. With reference once more toFIGS.3and6Bcollectively, as mentioned, the base portion100may in certain embodiments also define an inset panel120circumscribed by the support portion101. As illustrated, the inset panel120may comprise an at least substantially rounded panel inset relative to the support portion101toward the interior of the container. The at least substantially rounded inset panel120may be flat or concave, having a center point that is inset toward the interior of the container 1 relative to the edges of the inset panel120(i.e., the edges of the inset panel120may be provided within a single horizontal plane). In various embodiments, the center point of the inset panel120may be inset by a depth122of between about 0.1 inches to 0.25 inches (e.g., 0.159 inches) relative to the edges of the inset panel120. Moreover, the edges of the inset panel120may be inset relative to the support portion101by a depth122of between about 0.1 inches to 0.4 inches (e.g., 0.2 inches). The edge depth may of course vary relative to the center point depth and the inset panel120may be gradually inset relative to the support portion101to vary the interior volume of the container 1. Accordingly, the inset distance may be set according to a desired interior volume of the container 1. The distance of inset of the panel120relative to support portion101is also, in certain embodiments, generally greater than the distance of inset or depth of the tunnel112of the base channel110. In various embodiments, the outer edge of the inset panel120may define a transition curvature to the support portion101and may have a radius of curvature of at least about 5.0 inches to 20.0 inches (e.g., 13.52 inches). In other embodiments, the radius of curvature may range from between 1.0 inch to 25.0 inches. In various embodiments, the inset panel120may have an at least substantially uniform wall thickness of at least approximately 0.01 inches to 0.05 inches (e.g., between about 0.025 inches to 0.035 inches). The inset panel120may be centrally located within the base portion100(e.g., such that a centerpoint of the inset panel120is aligned with a central axis11of the container 1) and may have a shape corresponding to the at least substantially rounded shape of the container 1. In such embodiments, the support portion101has an at least substantially uniform width around the perimeter of the base portion100. It should be understood, of course, that the inset panel120may in certain embodiments (see e.g.,FIGS.7A-C) be located in an offset manner within an analogous or differently shaped base portion. Returning toFIG.3particularly, it should be evident that because the inset panel120is located centrally within the support portion101of the container 1, the inset panel120segments the base channel110, causing the channel to manifest into two portions positioned on opposite sides of the inset panel120and aligned with the plane of symmetry A. Rounded Sidewall200 In the illustrated embodiment ofFIGS.1-6A, the container 1 defines a rounded sidewall200extending between the base portion100and the rim portion300along a central axis11. The rounded sidewall200further defines a vertical portion210and a curved base transition region220. The curved base transition region220extends between the base portion100and the vertical portion210. The vertical portion210extends between the curved base transition region220and the rim portion300. The vertical portion210may be defined by portions of the sidewall200having an at least substantially vertical orientation (while the container 1 is in the upright configuration). As shown in the embodiment ofFIGS.1-6A, the portions of the container sidewall200within the vertical portion210may have a rounded configuration corresponding to the rounded shape of the base portion100and base transition region220. The vertical portion210and the curved base transition region220are arranged concentrically so as to extend along the central axis11. In some embodiments (see e.g., the container702ofFIG.7A), the cross-sectional diameter of the vertical portion210may be smaller than an adjacent portion of the base transition region220and/or rim portion300, thereby providing an inset vertical portion210. In various embodiments, the vertical portion210may have an at least substantially uniform wall thickness of at least approximately 0.01 inches to 0.05 inches (e.g., between about 0.025 inches to 0.035 inches). The vertical portion210may be configured for accepting a label printed, adhered, or otherwise secured thereon. For example, a separate label having a circumference at least substantially identical to the circumference of the vertical portion210may be positioned over a portion of the vertical portion210of the container 1. Because, in various embodiments, the vertical portion210may define a vertical inset portion (not shown) positioned inset relative to adjacent portions of the container, the separate label need not be directly secured onto the container sidewalls200, and may be retained on the vertical portion210due to the relative size of the label (having a circumference substantially similar to the circumference of the vertical inset portion210) relative to the sizes of the container portions immediately adjacent the vertical portion210. For example, the label may be free to rotate around the vertical portion210. In those embodiments wherein the vertical portion210defines one or more grooves or flutes211(described in further detail immediately below), a portion of the vertical portion may have a smooth surface212(seeFIG.1; see also smooth surface712of container710, illustrated inFIG.7B). The smooth surfaces212,712may also be configured for receipt of a label or other identifying (e.g., etched or printed) content on the container(s). As shown inFIGS.1-2and4-5, in various embodiments, one or more sets of grooves211may be defined within the vertical portion210of the rounded sidewall200to provide increased vertical crush resistance to the container 1. In various embodiments, for example, as illustrated in the embodiment shown inFIGS.1-2and4-5, the one or more sets of grooves (or flutes)211comprises a plurality of grooves extending along the vertical portion210in a substantially vertical orientation such that each of the grooves211runs parallel to the central axis11of the tubular body10. As depicted, each groove211is of substantially similar length and width and is oriented at a different point around the perimeter of the vertical portion210such that the grooves are separated by substantially the same distance. For example, as shown inFIGS.1and2, the grooves211may be at least substantially adjacent one another, with minimal spaces therebetween such that the minimal space between two adjacent grooves forms a thin rib. In other embodiments, smooth surfaces212may be provided intermediate spaced apart respective grooves211, as may be desirable for labeling and/or structural purposes. The plurality of grooves211may comprise between 15 and 25 individual grooves (e.g., eighteen or twenty grooves). In various embodiments, the plurality of grooves211may have a length extending between the bottom and the top of the vertical portion210. In other embodiments, one or more of the plurality of grooves211may have a length less than the vertical portion (see e.g.,FIGS.7A-C). The plurality of grooves211may also, in certain embodiments, have an at least substantially continuous depth206(e.g., measured between the surface of the rounded sidewall200in which the grooves211are disposed and an innermost surface of the grooves211positioned within the thickness of the rounded sidewall200and toward the interior surface of the rounded sidewall200) along the length of the grooves211. In various embodiments, this depth206(seeFIG.5) may be between 0.01 and 0.50 inches. In other embodiments, this depth206(seeFIG.5) may be between 0.01 and 0.08 inches (e.g., 0.040 inches). In still other embodiments, this depth206(seeFIG.5) may be greater than 0.50 inches, limited only by a diameter of the container. The plurality of grooves211may also have an at least substantially continuous width. In various embodiments, the respective width of each of the grooves may be substantially smaller than the respective length of the same groove. Moreover, the grooves211may have a rounded inner surface having an at least substantially continuous radius. The substantially continuous radius or radius of curvature204(seeFIG.5) may be between 0.25 and 2.0 inches in certain embodiments; in other embodiments, the curvature204may be between 0.75 and 0.95 inches (e.g., 0.850 inches). The grooves211may also have a continuous width measured perpendicular to the length of the grooves211. In certain embodiments, the grooves211may have a width of between 0.15 and 0.50 inches; between 0.10 and 0.30 inches; and/or between 0.20 and 0.25 inches (e.g., 0.2125 inches). Finally, the grooves211may have a transition radius between the sidewall200and the grooves211. However, it should be understood that in various embodiments, the depth, width, inner surface radius, and/or transition radius may vary along the length of the grooves211and/or between respective ones of the grooves211. In various embodiments, the respective grooves in the first set of grooves211are oriented at different points around the perimeter of the vertical portion210such that the grooves211are separated by substantially the same distance. In such a configuration, the respective grooves211are positioned adjacent and parallel to one another to create a groove grid defining a plurality of thin vertical ribs213(seeFIG.2) positioned between the lengths of adjacent grooves211in the vertical portion210. The groove grid may, in certain embodiment, extend continuously around the entirety of the perimeter of the vertical portion210of the rounded sidewall200. In other embodiments, the groove grid may extend only partially and/or intermittently (i.e., not continuously) around a portion of or the entirety of the perimeter of the vertical portion210. The height of the groove grid may be defined by the length of the grooves211arranged in a vertical orientation. With reference toFIGS.1-3and6A-B, in various embodiments, the rounded sidewall200further defines the curved base transition region220extending around the perimeter of the container 1. The base transition region220may define a substantially continuous radius around the entire perimeter of the container 1 (with exceptions, for example, resulting from the presence of one or more base channels110extending through the base transition region) extending between the base portion100and the vertical portion210. As just one non-limiting example, the base transition region220may comprise two distinct radii: a first radius222of at least approximately 1.4 inches to 1.6 inches (e.g., 1.523 inches) positioned tangent to the vertical portion210and a second radius226of at least approximately 0.25-0.5 inches (e.g., 0.346 inches) positioned tangent to the support portion101. In various embodiments, the second radius may be 20%-50% the value of the first radius. In various embodiments, In certain embodiments, the first radius222may be offset relative to the axis11or the vertical portion210by an angle224. The angle224may range from 10 to 20 degrees (e.g., 15 degrees). In certain embodiments, the first and second radii222,226may be expressed as radii of curvature (rather than lengths), with the first being in the range of 0.20 to 0.40 inches (e.g., 0.29 inches) and the second being in the range of 0.10 and 0.30 inches (e.g., 0.204 inches). In various embodiments, the transition from the first radius to the second radius occurs at a distance of at least approximately 0.6-0.9 inches (e.g., 0.77 inches) measured vertically from the support surface101. In certain embodiments, the curved base transition region220may also have a height of at least approximately 0.475 inches to 0.775 inches (e.g., 0.760 inches). In various embodiments, the curved base transition region220may have an at least substantially uniform wall thickness of at least approximately 0.01 inches to 0.05 inches (e.g., between about 0.025 inches to 0.035 inches). In various embodiments, the base transition region220may define one or more base transition grooves228following the length of a radius of the base transition region220. In the illustrated embodiment ofFIGS.1-3and6A, the base transition grooves228may extend between the vertical portion210of the rounded sidewall and the support portion101(as discussed herein). The one or more base transition grooves228may be arranged around the perimeter of the curved base transition region220such that adjacent grooves are separated by substantially the same distance. The base transition grooves228may have a rounded depth profile or a planar surface. The base transition grooves228may have a depth to the deepest point of the groove of at least approximately 0.01-0.1 inches (e.g., 0.03 inches). The base transition grooves228may each have an at least substantially uniform depth along the respective lengths of the base transition grooves. Moreover, in various embodiments the base transition grooves228may have either a sharp transition (i.e. the surface of the curved base transition region and the inner wall of the base grooves form a 90-degree angle) or a curved transition from the base transition region220into the base transition grooves having a radius of at least approximately 0.001-0.1 inches (e.g., 0.02 inches). In various embodiments, the grooves228may have sidewalls extending between the curved base transition region220to the depth profile radius at an angle relative to a symmetry line of the groove228of at least approximately 25-85 degrees (e.g., 55 degrees). In the illustrated embodiments ofFIGS.1and3, the base transition grooves221may have an equal length of at least approximately 0.3-0.75 inches (e.g., 0.673 inches) and an equal width of at least approximately 0.1-0.3 inches (e.g., 0.2 inches). However, it should be understood that various base transition grooves228may have lengths, depths, and/or other configurations different from other base transition grooves228. It should also be understood that various base transition grooves228may be seamless extensions of and/or otherwise substantially adopt the dimensions and characteristics of the grooves or flutes211provided on the vertical portion210of the container 1. Although not illustrated, in various embodiments, the curved base transition region220may further define at least two opposing smooth transition regions that are void of any of the one or more base transition grooves228. As a non-limiting example, the at least two opposing smooth transition regions may extend between the vertical portion210of the rounded sidewall and the support portion101and be positioned adjacent the opposing (or otherwise provided) base channels110. Rim Portion300 In various embodiments, the rim portion300extends above the vertical portion210and forms an opening12from which the contents of the container 1 may be added to the container and/or removed from the container 1. The rim portion300may define a shoulder301intersecting the top of the vertical portion210(and/or the smooth surface212of the vertical portion) and extending at least substantially vertically between the vertical portion210and a lid engagement portion302. In various embodiments, the lid engagement portion302may define one or more threads, nipples, and/or the like to engage a removable lid (not shown) such that the removable lid may be selectably secured to the container 1. The lid engagement portion302may be configured for an interference fit with the removable lid. In various embodiments, the height of the rim portion (measured vertically) may be at least approximately 0.517 inches to 0.547 inches (e.g., about 0.532 inches). The outer diameter of the rim portion300may be smaller than the diameter of the vertical portion210, such that a removable lid may be aligned with the vertical portion to provide a smooth fit flush with the vertical portion. For example, the outer diameter of the rim portion300may be at least approximately 4.11 inches to 4.14 inches (e.g., about 4.125 inches). In various embodiments, one or more portions of the rim portion300may have a wall thickness greater than the wall thickness of remaining portions of the container 1. Particularly in embodiments comprising a lid engagement portion302, the rim portion300may not be symmetrical across the container symmetry plane A. Moreover, in certain embodiments, the rim portion300may be configured to provide additional rigidity to the container 1 while a cap is secured thereto. Accordingly, the container 1 may have a higher crush resistance strength while the cap is secured relative to the rim portion300. In various embodiments, the rim portion300may be located at least substantially centrally with respect to the profile of the container 1. As shown inFIGS.1-3, the rim portion300may be centrally located relative to the container 1, such that a centerline of the rim portion300is at least substantially aligned with the central axis11of the container 1 and a centerline of the base portion100. In various embodiments, the inner perimeter of the lid engagement portion302may define the perimeter of an open end of the container 1. The open end is arranged opposite the base portion100. The open end may be substantially circular, symmetric across symmetrical plane A, and centered on the symmetrical axis11. It may also be otherwise positioned, as may be understood with reference to the additional embodiments ofFIGS.7A-C. Additional Embodiments Throughout herein various features including a base portion100, a vertical portion200, and a rim portion300have been described largely with reference to a container 1, as illustrated inFIG.1. It should be understood, however, that at least certain of the features within each of these portions100,200,300may be reproduced and/or otherwise placed upon other containers, without departing from the scope and nature of the inventive concepts described and covered herein. Reference is thus made toFIGS.7A-C, wherein three additional and exemplary (i.e., non-limiting) embodiments of containers700,710,720are illustrated. Container700may be understood best as a column-like shaped container, whose width may differ from its depth, such that its base may be oval or otherwise irregularly shaped (i.e., not cylindrical like the base portion100of container 1). It should be understood, however, that other features of container700, including the illustrated grooves711may be substantially the same as the analogous features described with respect to container 1, whether in terms of shape and/or size and/or relative dimensioning. FIG.7Billustrates another container710, wherein a gallon (or half-gallon or quart) sized container, which might be used for storage of a fluid such as bleach or milk, is provided. In this particular embodiment, no grooves may be provided on the vertical portion, instead having thereon a substantially smooth surface712, comparable to smooth surface212described elsewhere herein. Provided, though, are transition region-located grooves728, which should be understood as substantially the same as the grooves228described and located on the transition region220of container 1. Of course, the transition region-located grooves728of container710may, in certain embodiments (not illustrated), extend partially onto (i.e., upward) the vertical portion (see, by way of analogy, vertical portion210). It should be understood that the grooves728need not cover all of the transition region or the vertical portion, instead being intermittently or otherwise located for structural and/or aesthetic (e.g., labeling) purposes. FIG.7Cillustrates yet another container720, wherein a square quart decanter shape is provided, along with yet another embodiment of grooves721that extend only along a portion of a vertical portion of the container. As illustrated, each groove721may, in certain embodiments, have a length different than respectively adjacent grooves, so as to conform extremities of each groove to adjacently positioned contouring of the container720. Any of a variety of options in this regard may be envisioned, utilized in conjunction with transition region grooves or separately therefrom (as illustrated). Method of Manufacture As mentioned, a container according to various embodiments may be manufactured via extrusion blowmolding. Accordingly, a parison of molten plastic may be placed within a mold, secured relative to a head tool1000(as shown inFIGS.8A-B). As shown in the illustrated embodiments ofFIGS.8A-B, the head tool1000may comprise a die1001and a mandrel1002positioned within the die1001. In the illustrated embodiment ofFIGS.8A-B, the die1001may comprise a hollow central aperture within which the mandrel1002may be positioned. As shown inFIGS.8A-B, the mandrel1002is positioned within the die1001and spaced apart therefrom. The mandrel1002may be concentric with the die1001and may have a smaller outer diameter than the inner diameter of the die1001. Further, the mandrel1002and the die1001may comprise different shapes (e.g., a substantially ovular mandrel concentric with a substantially circular die) in order to disperse molten plastic of the parison to minimize the thickness of a partline formed in the blowmolded container (as a result of the joining of two mold shells). Accordingly, the mandrel1002may be spaced a distance from the die1001. For example, the mandrel1002may be spaced at least about 0.09-0.12 inches (e.g., 0.115 inches) from the die1001. As mentioned above, in various embodiments the space between the die and the mandrel may be intentionally variant around the die-mandrel interface in a number of complex geometries in order to control the wall thickness so as to maximize the crush resistance of a container. Moreover, as shown inFIG.8B, the interior surface of the die1001may form an angle x with respect to vertical. Similarly, the exterior surface of the mandrel1002may form an angle y with respect to vertical. In various embodiments, x and y may be equal, however in certain embodiments, x and y are not equal. As a non-limiting example, x may be at least about 30 degrees and y may be at least about 32 degrees. The molten plastic material may be injected into the head tool1000, wherein it may then be selectively extruded from the head tool1000through the gap formed between the die1001and the mandrel1002to create the parison. The mandrel1002and the die1001may be configured so as to disperse the molten plastic material in such a way that the portion of the inflated parison along the partline of the mold is of substantially uniform thickness to the rest of container 1. The partline of the mold may be positioned along a plane of symmetry of the container 1. In various embodiments, parison programming may be utilized to selectively control the configuration of mandrel1002and the die1001so as to control the thickness of the parison. By widening the gap between the mandrel1002and the die1001during the extrusion of the parison, the thickness of the parison may be selectively increased throughout a desired section. Conversely, by decreasing the gap between the mandrel1002and the die1001during the extrusion of the parison, the thickness of the parison throughout a desired section may be selectively decreased. Parison programming may be utilized in various embodiments to reduce the amount of molten plastic material used, create a substantially uniform thickness through the container 1 or to selectively distribute thickness to particular locations of container 1 that may be particularly susceptible to crushing loads or failures. The extruded parison may be placed within the mold. Once sufficient material is positioned within the mold (e.g., 52.5 g for a 64 oz container 1), the parison may be inflated by injecting air through the center of the mandrel1002, causing the parison to inflate and contour to the interior shape of the mold. The mold may have a shape corresponding to the shape of the container 1. As discussed herein, various portions of the container 1, such as the rounded sidewall200, may be configured to facilitate molten material flow within the mold to enable generation of a container 1 with an at least substantially uniform wall thickness. After inflating the parison to conform to the interior surface of the mold, the molten material may cool and harden to form the container 1. After the container has sufficiently hardened, the mold may be opened (e.g., by displacing two symmetrical mold halves away from one another (e.g., joining at a portion aligned at least substantially with the container symmetry plane A where the location of the joined portion defines the partline of the container 1). The container 1 may be removed from the mold and/or head tool1000. CONCLUSION Many modifications and other embodiments of the inventions set forth herein will come to mind to one skilled in the art to which these inventions pertain having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that the inventions are not to be limited to the specific embodiments disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. | 39,609 |
11858681 | DETAILED DESCRIPTION OF THE INVENTION Below, an embodiment of a can body according to the present invention will be explained referring to drawings. A can body100of the present embodiment is a bottle can formed as a bottle shape in a whole as shown inFIG.1,FIG.4andFIG.5, and has a curl part50to form an opening part15opening outward in a mouth part14at an upper end thereof. The can body100is filled with a content such as a beverage through the opening part15, is sealed by mounting a cap200on the mouth part14at the opening part15, and becomes a bottle container300. FIG.1,FIG.4andFIG.5show the bottle container300which is provided with the can body100and the cap200mounted on the mouth part14of the can body100. InFIG.1, a cross section on a can axis C is shown in a right half of the bottle container300. The can body100is made of a thin metal sheet such as aluminum or aluminum alloy, formed to be a straight shape to a middle position in a height direction as shown inFIG.1, and formed in a cylindrical shape with a bottom provided with a trunk part10forming a cylindrical shape reducing in a diameter at the upper part toward the opening part15and a bottom part20closing an bottom part of the trunk part10. As shown inFIG.1, the trunk part10and the bottom part20are arranged to have the same axis; in the present embodiment, the explanation is carried out with calling the common axis to them as the can axis C. Between directions along the can axis C (a can axis direction), a direction from the opening part15to the bottom part20is set to a lower side (downward) and a direction from the bottom part20to the opening part15is set to an upper side (upward); in the explanation below, the up/down directions are set as in the directions shown inFIG.1. A direction orthogonal to the can axis C is a radial direction; among the radial direction, a direction to come near the can axis C is an inside of the radial direction (inward) and a direction to leave the can axis C is an outside of the radial direction (outward). A direction surrounding the can axis C is a circumferential direction. In this embodiment, the bottom part20of the can body100has a dome part21arranged on the can axis C and expanding upward (toward the inside of the trunk part10) and a heel part22connecting an outer peripheral of the dome part21and the lower end of the trunk part10. The connection part between the dome part21and the heel part22is a ground part23abutting on a ground surface when arranged on the ground surface (a carrying surface) so that the can body100is in an upright position (a position in which the opening part15is upward shown inFIG.1). The ground part23protrudes downward most in the bottom part20and is annular extending along a peripheral direction. As shown inFIG.1, the trunk part10of the can body100has a cylindrical part11formed in a cylindrical shape at a bottom side (the bottom part20side) of the trunk part10, a shoulder part12reducing in a diameter upward in the can axis direction to bend radially inward at the upper end of the cylindrical part11, a thin and long neck part13having a smaller diameter than that of the cylindrical part11and connected to the upper end of the shoulder part12to extend upward, and the mouth part14connected to the upper end of the neck part13and opens outside. The cylindrical part11, the shoulder part12, the neck part13, and the mouth part14respectively form an annular shape extending over a whole circumference of the peripheral direction of the trunk part10. The neck part13has a shape of gradually reducing a diameter upward in the can axis; the diameter is smaller than that of the cylindrical part11and the upper end of the neck part13is the smallest diameter. A height of the neck part13(a dimension in the can axis direction) is slightly smaller than a height of the cylindrical part11(a dimension in the can axis direction). In the can body100of this embodiment, the neck part13is connected to the top end of the shoulder part12and has a tapered pipe shape gradually reducing in the diameter upward in the can axis direction. A top end part13aof the neck part13has a small angle with the can axis C and is almost along the can axis direction (refer toFIG.2). To the upper end of the top end part13aof the neck part13, the mouth part14is connected. The mouth part has the curl part50formed on an outer peripheral part by folding outward in the radial direction an edge part including an edge. Specifically, as shown in FIG.2, the mouth part14has a mouth part starting end part41connected to the top end part13aof the neck part13and curved to swell out in the radial direction with reducing the diameter upward in the can axis direction, an inner peripheral-lower side bent part42curved to convex inward in the radial direction from the top end of the mouth part starting end part41, an inner peripheral side cylindrical part43connected to the top end of the inner peripheral-lower side bent part42and extending vertically upward in the can axis direction at an innermost position of the mouth part14, and the curl part50connected to the top end of the inner peripheral side cylindrical part43and folded outward in the radial direction. In the cross section (a vertical cross section) on the can axis C in the can axis direction, the inner peripheral side cylindrical part43is arranged substantially parallel to the can axis C. The mouth part starting end part41swells out in the radial direction and a radius of curvature R1 (mm) of the outer surface (a convex surface) is not less than 6.3 mm and not more than 10.3 mm. The inner peripheral-lower side bent part42swells out in the radial direction and a radius of curvature R2 (mm) of the outer surface (a convex surface) is not less than 1.0 mm and not more than 5.0 mm. In the curl part50, inFIG.2showing a cross section (a vertical cross section) on the can axis C along the can axis direction, continued are: an inner peripheral-upper side bent part51bent to spread outward in the radial direction from the top end of the inner peripheral side cylindrical part43; a folded top part52folded from the outer peripheral edge of the inner peripheral-upper side bent part51and bent to protrude upward in the can axis direction; an outer peripheral-upper side bent part53bent downward in the can axis direction from the outer peripheral edge of the folded top part52; an outer peripheral side cylindrical part54extending downward in the can axis direction from the outer peripheral edge of the outer peripheral-upper side bent part53; an outer peripheral-lower side bent part56bent inward in the radial direction from the lower end of the outer peripheral side cylindrical part54and convex diagonally outward and downward in the can axis direction; a concave part58continuing from an inner peripheral of the outer peripheral-lower side bent part56and concave downward in the can axis; and a curl end part57continuing from the concave part58to include an edge and bent to convex substantially downward. The curl end part57is further provided with an end bent part57agradually reducing in the diameter upward in the can axis direction from the inside of the concave part58in the radial direction and bent to be convex inward in the radial direction. The outer peripheral-lower side bent part56and the curl end part57are bent to be convex substantially downward; and the concave part58is formed between the outer peripheral-lower side bent part56and the curl end part57along the peripheral direction. It is not necessary for the concave part58to be formed continuously in the peripheral direction but it may be formed intermittently. In a case in which the concave part58is formed intermittently in the peripheral direction, it is a form in which the concave part58and a convex part59which is formed by continuously arranging the outer peripheral-lower side bent part56and the curl end part57are adjacent in the peripheral direction. The folded top part52arranged between the inner peripheral-upper side bent part51and the outer peripheral-upper side bent part53is arranged at the peak of the curl part50. A radius of curvature R3 (mm) of an outer surface (a convex surface) of the inner peripheral-upper side bent part51is not less than 0.8 mm and not more than 1.4 mm; a radius of curvature R4 (mm) of an outer surface (a convex surface) of the folded top part52is not less than 1.5 mm and not more than 2.5 mm; and a radius of curvature R5 (mm) of an outer surface (a convex surface) of the outer peripheral-upper side bent part53is not less than 2.4 mm and not more than 3.0 mm. In this embodiment, as shown inFIG.3, the outer peripheral side cylindrical part54is formed to be slightly increasing in the diameter downward in the can axis; and an incline angle thereof is an angle not less than 1.2° and not more than 1.8° with the can axis C. Accordingly, a lower end of the outer peripheral side cylindrical part54, in other words, a top end of the outer peripheral-lower side bent part56is the maximum diameter part of the curl part50. A radius of curvature R6 (mm) of an outer surface (a convex surface) of the outer peripheral-lower side bent part56is preferably not less than 0.4 mm and not more than 1.2 mm, more preferably 0.5 mm to 0.8 mm. In the outer surface of the curl part50, if the radius of curvature R5 of the outer peripheral-upper side bent part53excesses 3.0 mm, the sealing performance may be deteriorated; and if it is less than 2.4 mm, breakages and wrinkles may be generated when the curl part50is formed. If the radius of curvature R6 of the outer peripheral-lower side bent part56excesses 1.2 mm, a skirt part202of the cap200may be weakly rolled in. While, if the radius of curvature R6 is less than 0.4 mm, the breakages and the wrinkles may be generated on the curl part50in a forming step of50. The curl end part57is curved to gradually reduce the diameter upward in the can axis direction from the inside in the radial direction of the concave part58and to be convex inward in the radial direction; a radius of curvature R8 (mm) of an outer surface (a convex surface) thereof is not less than 1.0 mm and not more than 4.0 mm. In this embodiment, only the end bent part57aof the curl end part57is formed to be even smaller in the radius of curvature. A radius of curvature R9 (mm) of the end bent part57ais not less than 0.8 mm and not more than 3.0 mm. The outer surface (the convex surface) of the curl end part57is formed as a convex outer surface in which the curved surface with the radius of curvature R8 and the curved surface with the radius of curvature R9 are continued. The radii of curvature R8 and R9 of the curl end part57may be the same dimension. Since the mouth part starting end part41is also curved to be convex outward in the radial direction as described above, the outer surface thereof forms a convex outer surface. Accordingly, the convex outer surface of the end bent part57ais in contact with the convex outer surface of the mouth part starting end part41. The concave part58is formed to connect between the inside in the radial direction of the outer peripheral-lower side bent part56and the outside in the radial direction of the curl end part57. On both sides (the inside and the outside) in the radial direction of the concave part58, a convex part59aof the outer peripheral-lower side bent part56which is convex downward in the can axis direction and a convex part59bof the curl end part57which is convex downward in the can axis direction are formed. A depth H of the concave part58in the can axis direction is a distance measured vertically from a line connecting a top point of the convex part59aand a top point of the convex part59b(a tangent line of the convex part59aand the convex part59b) in a cross section involving the can axis C, to a deepest part of an inner surface of the concave part58. It is formed to be 0.01 mm or more and 0.30 mm or less, more preferably 0.01 mm to 0.20 mm. A radius of curvature of the convex part59amay be the same radius of curvature as the radius of curvature R6 of the outer peripheral-lower side bent part56; and it may also be slightly larger or smaller than the radius of curvature R6. A radius of curvature of the convex part59bmay be the same radius of curvature as the radius of curvature R8 of the curl end part57; and it may also be slightly larger or smaller than the radius of curvature R6. As shown inFIG.2, in a cross section on the can axis C along the can axis direction, an upper end outer surface of the folded top part52is disposed on a top end position of the curl part50in the can axis direction. While, in the outer surface at the lower end of the curl part50, the convex part59bon the inside in the radial direction is arranged at the lower position in the can axis direction than the convex part59aon the outside in the radial direction of the concave part58; the convex part59bis arranged at the lowest end position in the can axis direction of the curl part50. However, a width W (mm) in the can axis direction of the curl part50is a vertical distance parallel to the can axis C from the top end position of the curl part50to the lowest position of the convex part59aalong the can axis direction. A thickness T (mm) in the radial direction of the curl part50is a horizontal distance orthogonal to the can axis C from the radially-innermost position to the radially-outermost position of the curl part50in the radial direction. In the vertical cross section on the can axis C along the can axis direction shown inFIG.2, the start end of the inner peripheral-upper side bent part51, in other words the top end position of the inner peripheral side cylindrical part43is arranged at the radially-innermost position of the curl part50; and a connected position of the outer peripheral side cylindrical part54and the outer peripheral-lower side bent part56(the lower end of the outer peripheral side cylindrical part54or the top end of the outer peripheral-lower side bent part56) is arranged at the radially-outermost position of the curl part50. That is to say, the thickness T of the curl part50is a horizontal distance from the outer surface (an inner peripheral surface) at the start end of the inner peripheral-upper side bent part51to the connected position of the outer peripheral side cylindrical part54and the outer peripheral-lower side bent part56. In this embodiment, where an outer diameter of the curl part50is D (mm), a ratio (T/D) of the outer diameter D and the thickness T is not less than 0.07 and not more than 0.12; and the thickness T of the curl part50is formed in a size not less than 7% and not more than 12% of the outer diameter D. Specifically, for example, in the can body100in which the outer diameter D of the curl part50is not less than 25 mm and not more than 40 mm, the thickness T of the curl part50is not less than 2.0 mm and not more than 4.5 mm, preferably not less than 3.0 mm and not more than 4.0 mm. The width W of the curl part50is not less than 3.0 mm and not more than 5.0 mm, preferably not less than 3.5 mm and not more than 4.7 mm. In this embodiment, as shown inFIG.2andFIG.3, the outer peripheral side cylindrical part54is formed to gradually increase the diameter downward in the can axis direction; but it may be formed to be parallel to the can axis direction. Alternately, it may be formed into a curved surface which gradually increases the diameter downward in the can axis and gently curves outward in the radial direction with a sufficiently larger radius of curvature than the radius of curvature R5 of the outer peripheral-upper side bent part53. That is to say, the outer peripheral side cylindrical part54is formed into a surface of a straight linear shape in the vertical cross section on the can axis C or a curved shape slightly convex outward in the radial direction with a larger radius of curvature than the radius of curvature R5 on the outer surface of the outer peripheral-upper side bent part53. A sheet thickness of the can body100is not necessarily limited; an original sheet thickness of an aluminum alloy sheet before forming is 0.250 mm to 0.5 mm and the sheet thickness at the curl part50is 0.200 mm to 0.600 mm. For manufacturing the can body100structured as above, at first, a cup61is formed by drawing a thin sheet of aluminum alloy or the like as shown inFIG.6A, and then a cylindrical body62is formed from the cup61by drawing and ironing (DI machining) as shown inFIG.6B. By this machining, the bottom part20is formed as well. Consequently, an upper part of the cylindrical body62is reduced in the diameter by die-necking machining, as shown inFIG.6C, the shoulder part12and the neck part13are formed. In the die-necking machining, a forming tool is moved along the can axis direction with pressing an opening end of the cylindrical body62toward the can bottom, so that the cylindrical body62is reduced in the diameter at the upper part than a middle position in a height direction to form the shoulder part12, and the neck part13is formed above the shoulder part12. The mouth part starting end part41is formed to be connected to the top end part13aof the neck part13, and a small-diameter cylindrical part63is formed on the upper end of the mouth part starting end part41intervening the inner peripheral-lower side bent part42with substantially a same outer diameter as the inner peripheral side cylindrical part43(a forming step of small-diameter cylindrical part). Consequently, in the small-diameter cylindrical part63, the curl part50is formed at the upper part than the part to be the inner peripheral side cylindrical part43by folding back an edge part including an edge of the small-diameter cylindrical part63to the outside in the radial direction to roll it in. This forming step of curl part has a pre-curling step of forming a pre-curl part64by folding back a vicinity of an edge of the small-diameter cylindrical part63to the outside in the radial direction with a specific radius of curvature; a rolling step of forming a roll part65by folding back and rounding an edge part of the small-diameter cylindrical part63in which the pre-curl part64is formed to the outside in the radial direction; and a throttle step of forming the curl part50having the outer peripheral-lower side bent part56which is convex diagonally downward by pressing an outer peripheral part of the roll part65from the outside in the radial direction after the rolling step. A series of machining for forming the curl part50is a die-necking machining to form by moving the forming tool in the can axis direction and pressing the opening end toward the can bottom. (Pre-Curling Step) A forming tool used in the pre-curling step is a pre-curl mold78provided with a guide part76inserted into the small-diameter cylindrical part63and a forming concave groove77formed in a ring-shape along the peripheral direction at a base end part of the guide part76, as shown inFIG.7. The forming concave groove77is formed in a semi-arc shape in the vertical cross section on an axis line (the can axis C). The guide part76of the pre-curl mold78is inserted into the small-diameter cylindrical part63by coaxially disposing the forming concave groove77and the small-diameter cylindrical part63in a state in which the forming concave groove77faces against the opening end of the small-diameter cylindrical part63and relatively moving them to approach each other along the can axis C; and the pre-curl part64is formed to be curled in the semi-arc shape at a vicinity of an edge of the small-diameter cylindrical part63, by introducing the opening edge of the small-diameter cylindrical part63to the inner peripheral side of the forming concave groove77and reversing it along the inner peripheral surface of the forming concave groove77. A radius of curvature of an outer surface of the pre-curl part64is preferably not less than 0.5 mm and not more than 1.8 mm (Rolling Step) In the rolling step, as shown inFIG.8, two types of rolling tools71and72fold back the edge part of the small-diameter cylindrical part63and enlarge it in order to form the roll part65which is rounded and connected to the inner peripheral side cylindrical part43. The rolling tools71and72are rotatable around axes C1and C2and have forming grooves71aand72aalong a peripheral direction thereof. The rolling tools71and72turn around the small-diameter cylindrical part63, and machine a lower part than the pre-curl part64in the small-diameter cylindrical part63to fold back it outside and round it by the forming grooves71aand72a. At this time, a core73is inserted inside the small-diameter cylindrical part63to support the small-diameter cylindrical part63from the inside. The roll part65formed by this rolling machining has slightly a larger outline than a final shape of the curl part50. In this stage, the pre-curl part64is formed at the end part of the roll part65and an edge is not in contact with the outer surface of the inner peripheral side cylindrical part43. (Throttle Step) In the throttle step, the pre-curl part64including the edge is abutted on the outer peripheral surface of the small-diameter cylindrical part63to press it inward from the outside, so that the outer peripheral-upper side bent part53, the concave part58connected to the outer peripheral-upper side bent part53and bent to be concave downward in the can axis direction, and the curl end part57which is connected to the concave part58and includes the edge are formed. In the throttle step, a forming tool74shown inFIG.9is used. The forming tool74is rotatable around an axis C3, and a forming groove74ais formed along the peripheral direction thereof. Swinging the axis C3, the forming groove74amoves along a direction in which the forming groove74aof the forming tool74moves away from or approaches the roll part65. The forming tool74moves on an arc line as shown by the white arrow inFIG.9to approach the roll part65, and presses the outer peripheral part of the roll part65inward in the radial direction with lifting up from a diagonally lower side. Then, the forming tool74machines the roll part65by the forming groove74awith revolving around the roll part65. At this time as well, a core75is disposed inside the roll part65to support the roll part65from the inside. By the machining of the forming tool74, mainly the outer peripheral part of the roll part65is formed as shown inFIG.10; the folded top part52, the outer peripheral-upper side bent part53, the outer peripheral side cylindrical part54, the outer peripheral-lower side bent part56, the curl end part57including the end bent part57a, and the concave part58are formed with connecting to the upper end of the inner peripheral side cylindrical part43. That is to say, by pressing the pre-curl part64against the outer surface of the mouth part starting end part41, the roll part65is pressed in the radial direction; as shown inFIG.10, the outer peripheral-upper side bent part53and the outer peripheral-lower side bent part56are respectively deformed into arc shapes with a small radius of curvature and it is deformed between the outer peripheral-lower side bent part56and the curl end part57as it is squashed, so that the concave part58is formed. Thereby, the curl part50is formed in a state in which the outer surface of the end bent part57aof the curl end part57is in contact with the outer peripheral surface of the mouth part starting end part41. The outer surface of the end bent part57aof the curl end part57is curved to be convex, and the mouth part starting end part41is also formed to be a convex outer surface so that these convex outer surfaces are in contact with each other; therefore, forming defects are prevented such that the edge of the curl end part57bites the mouth part starting end part41or abuts against the outer peripheral surface of the mouth part starting end part41resulting the insufficient curl. The can body100structured as above mentioned, as shown inFIG.1,FIG.4andFIG.5, becomes the bottle container300by attaching the cap200to the opening part15of the mouth part14. Specifically, the can body100is filled with the contents, then the cap200is put on the mouth part14. Then, in a state in which a top panel part201in which a seal material205is provided inside is compressed by pressing the cap200downward in the can axis direction from the upper side, a nail of the tool presses the skirt part202of the cap200inward in the radial direction, so that the skirt part202is deformed to follow the outer surface of the curl part50. Thereby, the bottom end of the skirt part202is rolled up to be hooked on the bottom end of the curl part50, and the cap200is attached to the can body100. The cap200is made of a thin metal sheet of aluminum or aluminum alloy in this embodiment and has the top panel part201which is a round sheet shape, the skirt part202extending vertically downward from an outer peripheral edge of the top panel part201, a tab203protruding such that it broadens a part of a lower edge of the skirt part202in a surface direction, and the seal material205formed on the inner surface of the top panel part201and the upper edge part of the inner surface of the skirt part202, as shown inFIG.4andFIG.5. On the outer surfaces of the top panel part201and the skirt part202, a pair of scores206are formed from both side edges of the tab203at the bottom edge of the skirt part202, extending on the skirt part202and the top panel part201. In a state in which the cap200is mounted, the skirt part202wraps the curl part50from the bottom end of the outer peripheral side cylindrical part54to the bottom end of the outer peripheral-lower side bent part56. The outer peripheral-lower side bent part56is provided to structure the maximum diameter part of the curl part50; since the radius of curvature R6 thereof is small, the skirt part202is held on the outer peripheral-lower side bent part56, so that the cap200is prevented from being off from the curl part50. The present invention is not limited to the above-described embodiments and various modifications may be made without departing from the scope of the present invention. For example, the can body100of a circular cylindrical shape with a bottom in which the bottom part20and the trunk part10are integrally formed is explained in the above-described embodiment; however, it includes a can body without a bottom part, and a shape in which a bottom part formed separately is seamed in a trunk part after forming a curl part may be applicable. INDUSTRIAL APPLICABILITY In a can body, it is possible to fix a skirt part of a cap attached to a curl part by reliably rolling up, so that pressure resistance can be improved. REFERENCE SIGNS LIST 10Trunk part11Cylindrical part12Shoulder part13Neck part13aTop end part14Mouth part15Opening part20Bottom part21Dome part22Heel part23Ground part41Mouth part starting end part42Inner peripheral-lower side bent part43Inner peripheral side cylindrical part50Curl part51Inner peripheral-upper side bent part52Folded top part53Outer peripheral-upper side bent part54Outer peripheral side cylindrical part56Outer peripheral-lower side bent part57Curl end part57aEnd bent part58Concave part59a,59bConvex part100Can body200Cap201Top panel part202Skirt part300Bottle container | 27,334 |
11858682 | DESCRIPTION OF PREFERRED EMBODIMENTS In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of an embodiment of the present disclosure. It will be evident, however, to one skilled in the art that the present disclosure may be practiced without these specific details. Referring toFIGS.1to4of the drawings, container opening device in accordance with an example embodiment of the invention is generally indicated by reference numeral9. The device9is typically for facilitating ease of operating a closure arrangement12of a container, for example, a container in the form of a can14so as to gain access to its contents. In this regard, it will be understood that the can14is typically a conventional metal can14having a generally cylindrical body defining a cavity which is filled, for example, with a beverage and is sealed by a suitable closure arrangement comprising a closure16having a generally planar body18which is crimped at peripheries thereof to an open end of the can12. The closure16and comprises zone20located in the body18which is peripherally weakened or at least partly peripherally weakened, for example, by scoring, perforations, etc.20.1. It will be appreciated that the zone20is weakened at least partly at its periphery so that though it may shear along the part of the periphery which is weakened, it may still be retained on the closure at the periphery which is not suitably weakened. In any event, the device9comprises a displaceable actuator tab22and a pull member10(as best seen inFIGS.3and4) attachable to an end thereof. The member10comprises an attachment member10.1for attachment to the tab22, and suitable loop or ring operatively attachable to the member10.1. The tab22is attached via a rivet22.1adjacent the zone20. The tab22is typically rigid and has a generally rectangular frame-like construction which is usually stamped and folded in a conventional fashion from a planar sheet of metal. One end22.2of the tab22projects at least partly over the zone20whereas the other end22.3is engagable for pivoting the tab22, about the rivet22.1, between a first position (as illustrated inFIG.1) in a first plane which is substantially parallel to, and slightly spaced from, the plane associated with the body18/closure16, to a second position (as illustrated inFIG.2) in a second plane which is substantially transverse to the first plane, and the plane associated with the body18. It will be appreciated that conventionally, the tab22sits substantially close to or flush with the body18when in the first position. The pull member10, particularly the loop10.2, is conveniently flexible, more so than the tab22. It thus follows that the pull member10is typically constructed of a more flexible material than the tab22, for example, a more malleable metal than that of the tab22, a plastic polymer material, or the like. In some example embodiments, the pull member10is more flexible than the tab22due to the construction, for example, the tab22may be constructed from a folded metal whereby the pull member10is constructed with the same material albeit in a manner which allows more flexibility, for example, a rolled wire, or thinner member. It follows that the pull member10is a loop-like member and is, for example, shaped and/or dimensioned for ease of engagement of a finger. In any event, as alluded to above, the attachment member10.1is typically attached to the end22.3of the tab22, typically under the tab22between the body18, via an adhesive, welding, rivets, or during forming of the tab22by folding such that the same is integral therewith. In one example embodiment, the attachment member10.1may be shaped and/or dimensioned to receive the end22.3therein. However, to this end, the member10.1may comprise a slot to receive the end22.3therein. Whatever the means of attachment, it will be appreciated that the attachment member10.1effectively anchors the pull member10to at least the end22.3of the tab22in a manner that makes removal of the same difficult. Though the pull member10may be attached to the tab22during the construction thereof and subsequently attached with the tab22in forming part of the closure arrangement12, it will be understood that the pull member10may be retrospectively attached to the tab22.1, for example, even after the attachment to the closure arrangement12. In construction, the pull member10is located on the tab22and is affixed thereto by suitable means as described above. In use, once the closure arrangement12with the device9operatively attached thereto is on the can14and a user desired gaining access to its contents, the user easily locates a finger in the flexible loop-like member10.2and pulls on the same in a direction transverse to the plane associated with the tab22and the body18. For example, the member10.2is pulled upwards in the direction of arrow A (seeFIG.1). Pulling the end22.3upwardly away from the body18and in the direction of arrow R (seeFIG.2) causes the tab22to be pivotally displaced from the first to the second position about the fulcrum located at the rivet22.1. The mechanical advantage gained by the displacement of the tab22forces the end22.2of the tab22downwardly in the direction of arrow B (seeFIG.1), transverse to the plane associated with the body18, thus forcing the zone20into shearing away from the body18along the scored periphery20.1so as to provide an opening aperture24to the can14as illustrated inFIG.2. As alluded to above, the zone20is typically attached to the body18at least partially so that the same is not released into the can14. Referring toFIGS.5to9of the drawings wherein a can114comprising a closure arrangement112, a device100, and zone120substantially similar to that described above is illustrated in accordance with an example embodiment of the invention. It will be appreciated by those skilled in the field of invention that the description above with respect to the can14may extend to similar components of the can114inFIGS.5to9, and vice versa. Though substantially similar, the can114differs from the can14in one particular respect, the device100comprises a tab122, which has a main body124; and a loop-like pull member126operatively connected to the main body124of the tab122, adjacent the end portion122.3, as an integrally formed component thereof. To this end, the device100is constructed from the same material, for example, a metal and is formed from a blank cut from a metal sheet, and bended/rolled into the device100as disclosed herein. The pull member126is typically more flexible than the tab122, particularly, the rigid body124thereof, and may be relatively thin and malleable. In one example embodiment, only a portion of the member126is flexible or malleable, particularly at an interchange between the member126and the rigid body124such that the member126is displaceable in a pivotal fashion relative to the rigid body124. In particular, the member126is flexibly displaceable between a first position as illustrated inFIGS.5and9, wherein in the first position the member126is folded onto the rigid body124and is located in a plane substantially parallel, but slightly spaced from, the plane associated with the rigid body124, and a second position as illustrated inFIGS.6to8, wherein in the second position the member126is located in a plane substantially transverse to the plane associated with the rigid body124. In construction, the tab122is typically cut as a blank from a sheet of metal and folded/bent in an automated fashion to form the tab122described herein. The tab122is attached via a rivet122.1to the body118of the closure116, adjacent the zone120having a perforated periphery, at least partly. A beverage, for example, is located in the cylindrical cavity defined by the can114and the closure is crimped in a conventional fashion at a circumferential periphery thereof to an open end of the can114thereby sealing the contents of the can in an airtight fashion therein. In use, a user desiring to open the can114engages a the loop126of the device100and as the same is flexible they are easily able to pivot the same in the direction of arrow C (seeFIG.5) about the connection between the member126and the rigid body124from the first position to the second position. In a similar fashion as described above, a finger is located in the loop defined by the member126and the tab122is pulled upwards and in the direction of arrow R (seeFIG.7) so as to cause the tab122to be pivotally displaced about the rivet122.1from the first position to the second position causing the zone120to shear from the body118and provide the aperture124as illustrated inFIGS.7to9. Once opened, the tab22is optionally then pivoted back to the first position as illustrated inFIG.8. Similarly, the member126is optionally pivoted back to the first position as illustrated inFIG.9. Referring now toFIGS.10to13of the drawings where another device in accordance with a preferred example embodiment is generally indicated by reference numeral200. The device200is attached to a closure arrangement216via a suitable rivet212as can best be seen inFIG.11. The closure arrangement216is attached to a can214so as to seal the can. It will be evident by those skilled in the field of invention that the example embodiment of the invention illustrated inFIGS.10to13represent a preferred example embodiment of the example embodiment of the invention illustrated inFIGS.5to9thus the descriptions provided above apply herein with regards toFIGS.10to13unless otherwise stated. A difference between the device100and the device200is that the device200comprises a loop or ring-like pull member226integrally attached to the actuator tab222in a flexible manner via a pliable connecting member220. In this way, the member226may pivot between the first and second positions relative to the tab222in a flexible manner as described above. In addition. the pull member226includes an up-turned portion223at an end thereof. The up-turned portion223extends obliquely from the longitudinal axis224of the pull member226such that when the pull member226is in its first position, the pull member226is folded onto the actuator tab222such that the pull member226is located in a plane substantially parallel to a plane associated with the actuator tab222, and the up-turned portion223extends above the plane of the pull member226. Moreover, apart from the shape and/or dimensions of the tab222differing from the tab122, the tab222may define a peripheral ridge or thickened portion so as to give a periphery thereof more structural rigidity adjacent the free end thereof, i.e., end222.4, opposite end222.3which is connected to the member226. In use, the use of the device200is the substantially similar to the use of the device100as hereinbefore described. The invention as described herein provides a convenient manner in which to open beverage cans, particularly in opening cans of the pull-tab type described herein thereby reducing the potential for damage to nails and obviating the needs for external implements and tools to be able to open the same. | 11,165 |
11858683 | EXAMPLE The metal lid1of the beverage can consists of the collar2, the circumferential panel3and the centre panel4. The centre panel4is above the circumferential panel3. In the centre panel a scoreline was made, that after tearing out will form an aperture serving for emptying the can. The rotatable panel5is mounted on the centre panel. The pull tab7is affixed to the rotatable panel5by the rivet6. In addition the centre panel may have a bead8in the middle, on which the rotatable panel is wedged. Alternatively the neck of the rivet6may go through both the rotatable panel5and the centre panel4. Nevertheless the mounting of the rivet6in this case must enable rotation of the rotatable panel5around the axis of the rivet6. In the rotatable panel there is the aperture9size corresponding by size with the aperture torn out in the centre panel4. In the connection spot between the circumferential panel and the centre panel there is an additional embossing having radius R1forming the guide-rail, that on one hand serves to mount the rotatable panel on the centre panel, and on the other hand is its guide-rail. The radius R1of the curvature of the surface in the connection spot between the centre panel4and the circumferential panel3is from 0.5 mm to 10 mm. In turn, the radius R2of the rotatable panel5is from 0.55 mm to 11 mm. R2is the radius of the hitch made on the edge of the rotatable panel. The mutual appropriate adjustment of the radiuses of the guide rail radius and of the rotatable panel hitch causes, that the rotatable panel wedges on the centre panel, and then it may be set in rotational motion around the rivet. The aperture in the rotatable panel corresponds with the aperture torn out in the centre panel. The aperture torn out in the centre panel is from 10 to 50% of the centre panel surface. Preferably the diameter D1of the rotatable panel5is from 35 mm to 85 mm. The diameter of the centre panel corresponds with the diameter of the rotatable panel. To open the can it is necessary to rotate the rotatable panel, so that the aperture in the rotatable panel is above the aperture in the centre panel. Then it is necessary to tear out the aperture in the centre panel lifting the pull tab so that the nose of the pull tab presses a part of the centre panel inside the can. In order to close the can the rotatable panel is rotated so that it covered the aperture in the centre panel. Reopening the can is carried out by rotating the rotatable panel so as to uncover the aperture in the centre panel. Raising of the centre panel above the circumferential panel causes, that the lids stacked in a pile better adhere to each other. Owing to that it is easier to transport them, because they take less space. | 2,735 |
11858684 | DESCRIPTION OF THE PREFERRED EMBODIMENT While this invention is susceptible of embodiment in many different forms, this specification and the accompanying drawings disclose only specific forms as examples of the invention. The invention is not intended to be limited to the embodiments so described, and the scope of the invention will be pointed out in the appended claims. For ease of description, many figures illustrating the invention show embodiments of a dispensing system in the typical orientation that the system would have when located at the opening of a container such as an upright bottle, and terms such as “inward”, “outward”, “upper”, “lower”, “axial”, “radial”, “lateral”, etc., are used with reference to this orientation. The term “axially inward” is to be understood as in the direction along a central axis30(visible inFIG.1) of the system, toward the interior of the container (FIG.10). The term “axially outward” is to be understood as in the direction along a central axis30, away from the interior of the container (FIG.10). The term “radially inward” is to be understood as in the radial direction toward the central axis30. The term “radially outward” is to be understood as in the radial direction away from the central axis30. The term “laterally inward” is to be understood as in a direction toward the central axis30, in a plane normal to the central axis30. The term “laterally outward” is to be understood as in a direction away from the central axis30, in a plane normal to the central axis30. It will be understood, however, that the system of this invention may be manufactured, stored, transported, used, and sold in an orientation other than the specific orientation described and illustrated. The dispensing systems of this invention are especially suitable for use with a variety of conventional or special containers, the details of which, although not fully illustrated or described, would be apparent to those having skill in the art and an understanding of such containers. The particular container illustrated is not intended to limit the present invention. It will also be understood by those of ordinary skill that novel and non-obvious inventive aspects are embodied in the described systems alone. The dispensing systems described herein are especially suitable for use in dispensing a fluent substance as an additive into a container that contains a liquid such as water. Such dispensed fluent substances may be, for example, food additives, a personal care product, an industrial product, a household product, or other types of products. Such substances may be for internal or external use by humans or animals, or for other uses (e.g., activities involving medicine, commercial or household maintenance, agriculture, manufacturing, etc.). A first embodiment of a dispensing system of the present invention is illustrated inFIGS.1-14, wherein the system is designated generally by the reference number40. The first illustrated embodiment of the system40has the form of a self-contained article or package that is configured to be (i) selectively placed at an opening of a container44(FIG.8) and (ii) actuated to dispense a fluent substance such as a concentrated powder into the container44. The container44illustrated inFIGS.8-11has the form of a bottle that would typically contain another fluent substance (e.g., water). The fluent substance to be dispensed from the system40is not illustrated in the figures because the substance may take a variety of forms. The container44shown inFIGS.8-11is typically provided initially with a cap or other closure (not illustrated) that can be removably mounted to the container with threads for mating with threads45on the container44. The closure is first removed by the user prior to the user placing the system40on the opening of the container44. Closure mounting features other than mating threads could be used, such as snap-fit beads and grooves, toggle clamps, friction fittings, etc. It will be understood that the container may be any conventional type, such as a collapsible, flexible pouch, or may be a generally rigid bottle that has somewhat flexible, resilient walls. It will further be understood that, for some applications, the system40may be used to dispense a substance outside of, or apart from, a container—such as directly onto a target area (e.g., a hand held item of food or other material). The container, or a portion thereof, may be made from a material suitable for the intended application. For example, the container may be a pouch made from a thin, flexible material (wherein such a material could be a polyethylene terephthalate (PET) film or a polyethylene film and/or an aluminum foil). Alternatively, a more rigid container (e.g., a bottle) could be made from a thicker, less flexible material such as molded polyethylene, polypropylene, polyethylene terephthalate, polyvinylchloride, glass, metal, or other materials. It is contemplated that typically, after the dispensing system manufacturer would make the dispensing system40(e.g., by molding its components from a thermoplastic polymer), the manufacturer will then ship the unassembled components of the dispensing system40to a filler facility at another location where the system40would be filled with a product and sealed in the form of a package that would be encountered by a customer or user of the system40. With reference now toFIGS.1,10, and11, the first illustrated embodiment of the dispensing system40includes the following basic components: a base or body54; and a flexible lid56that is mounted atop the body54, wherein the lid56includes a post58extending into the hollow interior of the body54. The body54defines a volume for storing a fluent substance to be dispensed. Along the axis30, the lid56is flexible (e.g., resiliently deflectable or in some alternative embodiments permanently deformable), whereby the lid56has an unactuated, first position (FIG.10) and may be pressed by a finger or thumb of a user of the dispensing system40to move the lid56into an actuated, second position (FIG.11). Movement of the lid56axially inwardly or downwardly into its second position causes the post58to breach a bottom portion or bottom seal on the body54to form a dispensing orifice to permit the dispensing of the stored substance from the system40. Preferably, the dispensing orifice created by the movement of the post58may be located at the opening of a container44or a target area so that the user can dispense the substance stored within the system40to the container44or target area. The body54, lid56, and post58are preferably formed or molded from a suitable thermoplastic material such as polypropylene or polyethylene. Other materials may be employed instead. It will be understood that in alternative designs (not illustrated), one or more of the basic components or sub-components may be separately or sequentially formed or molded (such as through bi-injection molding). Alternatively, the basic components may be molded initially as one connected, unitary structure, and then broken apart, and then re-assembled into an operative combination or assembly. With reference toFIGS.1and10, the lid56is connected to the body54of the system40by a ring-like foil or composite liner62which can be permanently sealed to, and between, the lid56and the body54by use of radio-frequency welding or an induction heating process. An exemplary foil liner is described in the U.S. Pat. No. 7,721,901, the disclosure of which is incorporated herein in its entirety. In some applications, the liner62may be omitted, and the lid56may be removably or non-removably connected to the body54by a hinge, a screw thread, a tether, adhesive, heat weld, or a snap fit connection, etc. (not illustrated). In alternative embodiments, the lid56may be unitarily formed with the body54. Referring now toFIG.1, the closure body54includes an outer wall64having a top end66defining a circular opening68. The outer wall64further defines a sealed bottom end70(visible inFIGS.3and7). The outer wall64defines an interior surface72and an exterior surface74. The interior of the body54defines a volume for storing a fluent substance. The body54has a cup-like shape, and the exterior surface74and defines a sloping, convex curve for accommodating differently-sized openings or neck finishes of different containers. The sealed bottom end70of the body54is adapted to be located at the opening of a container, such as the container44(FIG.10), so as to communicate with an interior of the container44, as will be discussed in greater detail herein. The inventors have found that the body54—having an exterior surface74that includes a sloping, convex curve—accommodates the placement of the sealed bottom end70atop a large variety of standard and non-standard containers with varying sizes of openings or neck finishes. Furthermore, the user of the dispensing system40need not be educated about, or otherwise made aware of, the variability of container openings or neck finishes that exist on the market. An annular wall65(FIGS.3and10) extends around the sealed bottom end70to further assist in centering and maintaining the dispensing system40at the openings of some containers. With reference now toFIG.6, the sealed bottom end70includes a frangible region of material in the form of a pair of reduced-thickness intersecting lines or line-like features76that are integrally molded with the body54to define lines of preferential weakness. Four petals78extend between the intersecting lines76. As will be discussed in greater detail hereinafter, the intersecting lines76are configured to rupture when engaged by the post58(FIGS.11-14), which causes the petals78to open axially downward. Opening of the petals78defines a dispensing orifice80(FIG.13) in the bottom of the body54to permit flow of a substance from the interior of the body54to the exterior of the body54. The inventors of the present invention have found that molding the sealed bottom end70with the lines76to define a frangible region or portion of the body54advantageously eliminates the need for a secondary, separate seal that would otherwise be required to cover a body having an open-molded bottom end. This may reduce the cost of manufacture and/or assembly of the system40, and further may increase the robustness of the system40, after it has been assembled and filled with a product, as well as during shipping, handling, and/or storage thereof. With reference now toFIG.7, the lid56includes a generally circular top deck84that terminates in a lip or skirt86, which extends laterally beyond the top end of the body wall64when the lid56is assembled together with the body54. The lid56includes a press portion88in the center of the top deck84which is surrounded by a pair of recessed annular portions or channels92that are separated by a raised annular portion or annular ridge96. Together, the channels92and the ridge96provide the lid56with a spring-like, axial flexibility and permit the lid56to move from its unactuated, first position (FIG.7) to its actuated, second position (FIG.11) when a user presses against the press portion88. Referring now toFIG.7, the post58has a proximal end100that is connected to the bottom of the top deck84of the lid56and a distal end104located in a confronting position with respect to the sealed bottom end70when the lid56is in its first (unactuated) position. The post58defines a pair of intersecting walls108,110(visible inFIG.1) that taper to the distal end104of the post58. As will be discussed in detail below, the intersecting walls108,110are aligned with the frangible intersecting lines76of the sealed bottom end70of the body54, such that when the lid56is pressed into its actuated, second position by a user of the system40, the post58breaches the frangible intersecting lines76of the sealed bottom end70of the body54(as illustrated inFIGS.11-14). While the first illustrated embodiment of the system40shows the post58as being integral with, or connected to, the lid56, it will be understood that in some applications (not illustrated) the post58may instead be integral with, or connected to, only body54and not the lid56. One advantage of such a configuration would be that the distal end of the post58does not need to pass through a substance stored within the body54when the lid56moves from its unactuated, first position to its actuated, second position to breach the sealed bottom end70. This advantageously reduces the forces required for the post58to breach the sealed bottom end70of the body54and does not cause the distal end of the post58to crush or degrade the stored substance mechanically, which may rest between the distal end of the post58and the sealed bottom end70, during the substance dispensing process. One method of assembling the system40is next discussed. It will be understood that the method of assembly described herein is illustrative only, and there may be other methods of assembling the components of the system40. The body54and the lid56are preferably molded as separate articles of manufacture and shipped to a filler facility with the liner62. The filler facility then fills the body54with a pre-determined amount or dose of a substance (not illustrated). The liner62is then placed between the top end66of the wall64and the underside of the top deck84of the lid56. The filled system40is then placed in an induction welding line to seal the liner62between both the lid56and the body54to form a completed package. The detailed operation and function of the system40will next be described with initial reference toFIG.2. Typically, a user, such as a customer, will encounter the system40as shown inFIG.2, with the system40and the fluent substance contained and sealed therein defining a package. With reference toFIGS.8-10, the system40would be typically used for dispensing a substance stored within the system40to be dissolved within a liquid (e.g., water) that is stored in a container44. The user would first open the container44by removing the closure (not shown). The user would then orient the system40in an upright manner atop the upright, opened container44such that the curved exterior surface74of the body54would rest against the container44at its opening (seeFIGS.8,9, and10). In this position, the sealed bottom end70of the body54is located at (e.g., above, within) the opening of the container44. The convex curve of the exterior surface74helps to orient the body54and lid56such that so that the post58is generally upright and extends along the central axis30(FIG.10). With reference toFIGS.10and11, the user can actuate the system40by gripping the body54and/or the container44and pressing with a thumb or finger against the press portion88on the lid56. Application of a force upon the lid56will move the lid56from its first position (FIG.10) into its second position (FIG.11), and, in the process, drive down the post58along the axis30. When a sufficient pre-determined force is applied to the press portion88to deflect it axially inwardly, the post58will breach the sealed bottom end70of the body54. More specifically, the frangible portions along the intersecting lines76of the sealed bottom end70will rupture, and the four petals78will be forced by the post58to open axially downwardly toward the container44interior. A dispensing orifice80is thus created between the post58and the opened petals78to permit the fluent substance to exit the body54and enter the container44. It is contemplated that the one preferred form of the system40would be single-use, and the system40would be either recycled, or appropriately discarded, by the user after a single actuation or use. The user would typically close the container44with the original closure cap or lid (not illustrated) and then shake the closed container44to mix the dispensed substance together with the liquid of the container44, and such a mixture would be consumed or otherwise used by the user. A second embodiment of a dispensing system according to the present invention is illustrated inFIGS.15-20and is designated generally by the numeral40A. The numbered features of the second embodiment of the system40A illustrated inFIGS.15-20are designated generally with the suffix letter “A” and are analogous to features of the first embodiment of the system40that share the same number (without the suffix letter “A”). With reference toFIGS.15and16, the second embodiment of the system40A includes the basic components of a body54A and a lid56A. The lid56A includes an elongate post58A. A ring-like foil liner62A is sealed between the body54A and the lid56A to attach the lid56A to the body54A. The body54A includes a sealed bottom end70A that may be breached by movement of the lid56A and the post58A to dispense a substance stored within the body54A. The second illustrated embodiment of the system40A operates in a similar manner as described in detail above with respect to the first illustrated embodiment of the system40. With reference now toFIG.16, the second embodiment of the system40A differs from the first embodiment of the system40in that the second embodiment of the system40A includes sealed bottom end70A that has the form of a molded-open second opening or bottom aperture120A in the body54A, which is covered or sealed by a disc-like seal or bottom liner124A. The bottom liner124A is preferably formed from the same foil or metallic composite material as the ring-like liner62A and may be sealed to the body54A via an induction heating process, heat weld, adhesive, etc. The molded-open aperture120A permits the body54A to be advantageously filled with a substance from the bottom. In addition, the use of a secondary liner124A may greatly reduce the complexity and cost of the manufacturing process utilized for forming or molding the body54A. In the second embodiment of the system40A, the post58A confronts and ruptures the bottom liner124A to create a dispensing orifice80A in the ruptured liner124A. With reference now toFIGS.16and20, the second embodiment of the system40A further differs from the first embodiment of the system40in that the second embodiment of the system40A includes an exterior surface74A on the body54A that has the form of a plurality of annular shoulders that increase in size from the sealed bottom end70A to the top end66A of the wall64A. The inventors have found that providing the body54A with an exterior surface74A that includes a plurality of increasingly larger annular shoulders also accommodates the placement of the sealed bottom end70A into or onto a large variety of standard and non-standard containers with varying sizes of openings or neck finishes. Furthermore, the user of the dispensing system40A need not be educated about, or otherwise be made aware of, the variability of container openings or neck finishes on the market. It will be appreciated that in one alternative embodiment, not illustrated, the dispensing system may be configured with a body, lid, and a post, wherein the body has an open bottom end that may be assembled with a separate package or pod containing an additive or other substance to be dispensed. Such a system would include a lid covering the top end of the body, the lid having a press portion for being engaged by a user of the system, and a post extending from the lid beneath the press portion. The lid would have a first position and a second position moved relative to the first position, wherein in the second position at least a portion of the lid is deflected axially inwardly toward the open bottom end of the body. The pod could be removably attached to the body at the open bottom end thereof but retained with a sufficient force to hold the pod during the actuation process as next discussed. The pod would have a hollow body defining a volume for storing a substance. The pod hollow body would have a sealed top end and a sealed bottom end. The post would be configured such that movement from the unactuated, first position of the lid into said actuated, second position of the lid causes the post to breach the pod sealed top end and then the pod sealed bottom end to create a pod dispensing orifice in the pod sealed bottom end to accommodate movement of a substance out of the pod. It will be understood that such an arrangement of the system for use with a pod would advantageously allow the system to be re-used with multiple pods. Various modifications and alterations to this invention will become apparent to those skilled in the art without departing from the scope and spirit of this invention. Illustrative embodiments and examples of the system are provided as examples only and are not intended to limit the scope of the present invention. | 20,771 |
11858685 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The description of illustrative embodiments according to principles of the present invention is intended to be read in connection with the accompanying drawings, which are to be considered part of the entire written description. In the description of embodiments of the invention disclosed herein, any reference to direction or orientation is merely intended for convenience of description and is not intended in any way to limit the scope of the present invention. Relative terms such as “lower,” “upper,” “horizontal,” “vertical,” “above,” “below,” “up,” “down,” “top” and “bottom” as well as derivative thereof (e.g., “horizontally,” “downwardly,” “upwardly,” etc.) should be construed to refer to the orientation as then described or as shown in the drawing under discussion. These relative terms are for convenience of description only and do not require that the apparatus be constructed or operated in a particular orientation unless explicitly indicated as such. Terms such as “attached,” “affixed,” “connected,” “coupled,” “interconnected,” and similar refer to a relationship wherein structures are secured or attached to one another either directly or indirectly through intervening structures, as well as both movable or rigid attachments or relationships, unless expressly described otherwise. Moreover, the features and benefits of the invention are illustrated by reference to the exemplified embodiments. Accordingly, the invention expressly should not be limited to such exemplary embodiments illustrating some possible non-limiting combination of features that may exist alone or in other combinations of features; the scope of the invention being defined by the claims appended hereto. This disclosure describes the best mode or modes of practicing the invention as presently contemplated. This description is not intended to be understood in a limiting sense, but provides an example of the invention presented solely for illustrative purposes by reference to the accompanying drawings to advise one of ordinary skill in the art of the advantages and construction of the invention. In the various views of the drawings, like reference characters designate like or similar parts. FIG.1is an assembled shipping crate100in accordance with this disclosure.FIG.2is an exploded view showing components of the shipping crate100ofFIG.1. The exploded view ofFIG.2shows most components of the embodiment of the shipping crate100described herein, and will be referred back to throughout this disclosure. FIG.3shows two walls300a, bof a partially assembled shipping crate100.FIG.4shows four walls300a-dof the partially assembled shipping crate100.FIG.5shows a detailed view of two walls300a, dof the partially assembled shipping crate100.FIG.6shows two walls300a, dofFIG.5disassembled. FIG.7shows an exploded view of a back panel700for use in the assembled shipping crate ofFIG.1.FIG.8shows a front view of an assembled back panel700for use in the assembled shipping crate.FIG.9shows a back view of the assembled back panel700ofFIG.8.FIG.10shows the four walls300a-dofFIG.4assembled with the back panel700ofFIG.8. As shown, the shipping crate100has a plurality of walls300a-d, typically four walls, as shown. Each wall300a-dcomprises at least two distinct layers310,320of rigid material. The rigid material is a non-corrugated material, such as a solid board. The individual boards may comprise multiple plies of paperboard, and may be referred to as ply board. Generally, the crate100described herein may be assembled from 100% recyclable materials. Accordingly, the boards used are typically paper boards or other solid ply board, while tapes and glues are biodegradable or recyclable. In some embodiments, the sealing tape may be reinforced with fiberglass thread, which is screened out as part of the paper repulping process. In such embodiments, the fiberglass thread may be the only component that is not biodegradable. In some embodiments, certain components, such as handles and skids discussed in more detail below, may be fixed to the crate100using non-biodegradable materials. Such materials may be, for example, staples, which may be used minimally and may be removed prior to recycling the crate100. The two distinct layers310,320forming each wall are sized such that a first wall layer310of the at least two layers of each wall has sides330and a first thickness340, and a second wall layer320has sides350extending past each of the sides330of the corresponding first wall by the first thickness. In this way, when viewed with the first layer310on top, the second layer320extends on each side330of the first layer by a width corresponding to the thickness340of the first layer. The second layer320thereby provides a lip extending past the first layer310. As shown inFIG.6, the two layers310,320may be initially bonded together prior to assembling the plurality of walls300a-dinto a partial assembly. In some embodiments, this may be by applying an adhesive between the layers and taping the layers together, as shown. In some embodiments, the adhesive is applied and the layers310,320are then fixed together in other ways, such as by stapling the wall layers. Such stapling serves to clamp the layers310,320together as the adhesive dries, resulting in a strong bond between layers. In the embodiment shown, all boards have layers with thicknesses that are substantially the same as the first thickness340. Some components are formed from multiple layers, while others are formed from single layers. The boards having the same thicknesses340generally allows panels to interlock such that the unique geometry described herein is possible and reinforces the stability of the shipping crate100as a whole. The shipping crate100further comprises a back panel700with a first back panel layer710formed from the rigid material and at least a partial second back panel layer720a-d. As shown, the second back panel layer may itself comprise distinct components720a-d. However, in other embodiments, the second back panel may be a complete back panel. The first back panel layer710has sides730and a thickness corresponding to the first thickness740, and as discussed above, the thickness of the first back panel layer is typically identical, or substantially similar to, the first thickness340. Similarly, the second back panel layer720a-d, whether it is a single complete panel layer or whether it is formed form discrete components, typically also has a thickness corresponding to the first thickness340. When assembled, the second back panel layer720a-dextends past each of the sides730of the first back panel layer710by the first thickness340. As such, when viewed with the first back panel layer710on top, as shown inFIG.9, the second back panel layer720a-dextends on each side730of the first back panel layer by a width corresponding to the thickness340of the first layer. When the walls300a-dand the back panel700are assembled, the first wall layers310of each of the plurality of walls300a-dcombine to form a first post P and lintel L assembly and the second wall layers320of each of the plurality of walls300a-dcombine to form a second post P and lintel L assembly. The second post and lintel assembly is distinct from the first such assembly, and the two assemblies are nested together. This arrangement is most clearly seen inFIG.5, but appears throughout the figures. It is noted that the post and lintel assembly described here will repeat throughout the shipping crate100shown, and for each such assembly, the post will be labeled P and the lintel will be labeled L for clarity. The first310and second320layers are bonded, or otherwise laminated together such that they are fixed in the positions described. Accordingly, because the second layer320of each wall300a-dextends past the sides330of the first layer310of the corresponding wall, the two distinct post P and lintel L arrangements are nested, and tend to reinforce each other. As such, for any given wall300a-d, both the first and second layer310,320will form either a post P or a lintel L. As noted above, the back panel700comprises a first back panel layer710and a second back panel layer720a-d. The second back panel layer720a-dtypically comprises a set of four battens which define a border of the first back panel layer710, when viewed from the back, as shown inFIG.8. When viewed from the front, as shown inFIG.9, each batten extends past the corresponding side730of the first back panel layer710by the first thickness340, as discussed above. The four battens720a-dcomprising the second back panel layer form a third post P and lintel L assembly, and when assembled with the walls300a-d, the two battens720b, dforming posts P of the third post and lintel assembly align with the walls300b, dcontaining posts of the first and second post and lintel assemblies. Similarly, the two battens720a, cforming lintels L of the third post and lintel assembly align with the walls300a, ccontaining lintels of the first and second post and lintel assemblies. When assembled, the first back panel layer710rests against and abuts the sides330of the first wall layer310of each of the corresponding plurality of walls300a-d. The first back panel layer710is then enclosed on all sides730by the second wall layers320of the plurality of walls300a-d. In this way, the first back panel layer710, taken as a whole, functions as a post while the second wall layer320forms a lintel for yet another post and lintel assembly. The battens forming the second back panel layer720a-drest on and abut the sides of the second wall layer320of each of the plurality of walls300a-d. In this way, the sides730of the first back panel layer710abut the lip of the second wall layer320of each of the four walls300a-d, while the second back panel layer rests outside of a width of the walls and abuts a side of the second wall layer320of each of the walls. Accordingly, when assembled sides of the second back panel layers720a-dare flush with an outer surface of the second wall layers320of each of the walls300a-d. In some alternative embodiments, when assembled, the second back panel layer720a-drests against the sides330of the first wall layer310of each of the corresponding plurality of walls300a-d. The first back panel layer710is then fully enclosed by the first wall layers310. It is noted that in many embodiments, two of the plurality of walls300b, dmay be defined as side walls, one wall300amay be defined as a top wall, and one wall300cmay be defined as a bottom wall. Accordingly, as noted above, the two first wall layers310and the two second wall layers320of the side walls300b, dare the posts P of the first and second post and lintel assemblies respectively. Similarly, the first and second wall layers310,320of each of the top wall300aand the bottom wall300care lintels L for the corresponding assemblies. The second back panel layer720a-dmay then comprise a plurality of battens arranged in a third post and lintel assembly defining a border of the first back panel layer710, and when assembled, the battens720b, dadjacent the side walls300b, dare the posts P of the third post and lintel assembly, and the battens720a, cadjacent the top and bottom walls300a, care the lintels L for the corresponding assemblies. As discussed below with respect toFIG.13, the same pattern is repeated with respect to the frame battens1300a-d. It will be understood that the crates100described herein can be assembled in a wide variety of dimensions, so long as the various post and lintel configurations are repeated. Accordingly, the walls300a-dmay be provided with different widths in order to correspond to a desired interior space and shape. As such, while the crate100illustrated herein is generally flat, with a back panel700larger than the side walls300a-d, this configuration is provided as an example, and other configurations are contemplated. FIG.11shows a cleat1100positioned relative to the partially assembled shipping crate100ofFIG.10.FIG.12shows the partially assembled shipping crate100with cleats1100applied to each corner. As shown, the shipping crate100is provided with cleats1100. Each cleat comprises two cleat panels1110,1120of rigid material butted together at a joint1130. When assembled, each joint of two walls300a-dof the crate100is overlayed with a corresponding cleat1100. Generally, each of the plurality of walls300a-dhas a substantially similar second wall layer width360, as shown inFIG.2. As such, when the four walls300a-dare assembled, a front and back of that assembly are flush. This is seen, for example, inFIGS.3and4, where the walls are assembled alone. Each of the two cleat panels1110,1120forming the cleats1100are then provided with a length1140larger than the second wall layer width360, and are butted together at the joint1130along their lengths. Typically, the cleat panels1110,1120of the cleats1100are longer than the second wall layer width360by the first thickness340or twice the first thickness340. Accordingly, when fixed to the walls300a-d, a second end1150of each cleat1100extends past a front edge of each of the walls by the first thickness340. As noted above, in some embodiments, at least part of the back panel700, such as the battens720a-d, rests outside of the walls300a-dand abuts the sides of the second wall panels320. In such embodiments, the cleats1100each have a length1130longer than the second wall layer width360by twice the first thickness340. When assembled, as shown inFIG.12, the two cleat panels1110,1120of each cleat1100are butted together in a configuration matching the corresponding joint of the corresponding two walls300a, d. Accordingly, as is most clearly shown inFIG.11, where a side wall300dof the crate forms a post P and a top wall300aforms a lintel L for a post and lintel assembly, the cleat1100overlaying that will be arranged such that a panel1120of the cleat overlaying the side wall300dabuts a side of the cleat panel1110overlaying the top wall300a. Accordingly, each cleat panel1110,1120extends past the underlying second wall layer320by the first thickness340at the joint1130. FIG.13shows the partially assembled shipping crate100with frame battens1300a-dapplied at a front of the crate.FIG.14shows the partially assembled shipping crate100ofFIG.13with the battens1300a-din an open position. As shown, the frame battens1300a-dare rotatably fixed to the second wall layer320of each wall300a-dopposite the back panel700. When in a closed configuration, as shown inFIG.13, a first face1310of each of the frame battens1300a-drests on the sides of the second wall layer320of each of the corresponding plurality of walls300a-d. A second face1320of each of the frame battens1300a-dopposite the first face1310is flush with the second ends1150of each of the cleat panels1110,1120. As shown, when in the closed configuration, the frame battens1300a-dform a fourth post P and lintel L assembly. This arrangement may be symmetric in the back, such that each cleat panel1110,1120of the cleat1100extends past the back of the underlying wall300a-dby the first thickness340, such that they then enclose the second back panel layer720. The second end of each cleat panel1110,1120is then flush with an outer surface of the second back panel layer720. As shown, in some embodiments, the battens1300a-dare fixed to the crate100after the cleats1100are fixed in place. In some embodiments, the cleats1100, or at least the cleat panels1110of the cleats functioning as lintels L, are not fixed in place until after the battens1300a-dare fixed to the second wall layers320of each wall300a-d. As discussed above with respect to the walls300a-dand the back panel700, the post and lintel assemblies may be aligned. Accordingly, when the frame battens1300a-dare fixed to the second wall layer320, they may be arranged such that the posts P of the fourth post and lintel assembly are adjacent the posts of the first, second, and third such assemblies, and such that the lintels L of the fourth post and lintel assembly are similarly adjacent the lintels of the corresponding assemblies. Further, as shown, in some embodiments, a length of the frame battens1300a, cforming the lintels L of the fourth post and lintel assembly correspond to a length of the second wall panel320of the corresponding wall300a, c. In contrast, the length of the frame battens1300b, dcorresponding to the posts P may correspond to a length of the second wall panel320of the corresponding wall300b, dless twice a width of the corresponding cleat panels1110,1120. The width of the frame battens1300a-dmay then correspond to the width of the cleat panels1110,1120, such that the frame battens1300b, dforming the posts P can fold outwards past the corresponding cleats1100when in the open configuration. FIG.15shows the partially assembled shipping crate100ofFIG.14with a cover1500inserted. Typically, the cover1500is a lid panel, and the lid panel rests on the sides of the first wall layer310of each corresponding wall300a-d. Accordingly, when in the closed configuration, as shown inFIG.16, the first face1310of each of the frame battens1300a-drests on an outer face of the lid panel1500, which is then flush with the sides of the second wall layer320of each wall. As such, the lid panel1500is sandwiched between the first wall layer310and the frame battens1300a-dand is bounded by the second wall layer320. FIG.16shows a handle1600of an assembled shipping crate100in accordance with this disclosure. As shown, the handle1600may be fixed to an outer surface of at least one of the walls300a-dand may abut a corresponding cleat1100. It is further noted that while the handle1600is shown abutting the cleat1100, in some embodiments, such as in larger crates, the handles may be fastened at a standard or otherwise convenient location, such as a standard height of 20 inches from a bottom of the crate. FIG.17shows skids1700of an assembled shipping crate in accordance with this disclosure. In some embodiments, one of the plurality of walls300cis defined as a bottom panel, and skids1700may be fixed to an outer surface of the bottom panel. As shown, two skids1700may be applied, and each of the two skids may be located adjacent to and abutting a corresponding cleat1100. In some embodiments, the handles1600and the skids1700may be fixed to the crate100using non-recyclable components, such as metal staples or the like. This may provide additional stability for the crate100while more securely fixing such structural components to the crate. Further, because the handles1600and skids1700are easily accessible, such components may be detached from the crate100such that the non-recyclable components can easily be removed and disposed of separately prior to recycling the remainder of the crate100. FIG.18shows a front view of an assembled shipping crate100in an unsealed configuration. Once fully assembled, the shipping crate may be sealed with tape, resulting in the configuration shown inFIG.1. In some embodiments, each joint of the shipping crate100may be glued prior to assembly and taped following assembly. This is shown, for example, inFIG.6above, where a bead of glue600is applied to the unassembled joint and tape610is positioned but not yet fixed in place. FIGS.19and20show the use of a jig1900to properly locate the layers310,320of the walls300a-dof the shipping crate100ofFIG.1. Generally, the shipping crate100described herein may be assembled by first preparing a plurality of walls300a-d. For each of the walls, a first wall layer310and a second wall layer320is prepared. Each of the layers310,320are formed from a rigid material, and the first wall layer has a width, length, sides330, and a first thickness340. The second wall layer320is then sized for each of the plurality of walls300such that it has a width larger than the width of the first wall layer310by twice the first thickness340and a length larger than the first wall layer by twice the first thickness. The first wall layer310is then assembled with the second wall layer320such that the second layer extends past each side330of the first wall layer by the first thickness340. A first back panel layer710is similarly prepared having sides and a thickness, with the thickness being substantially similar to the first thickness340. An at least partial second back panel layer720a-dis then applied to the first back panel layer710so as to form the back panel700. When assembled, the second back panel layer720a-dis positioned so as to extend past each side of the first back panel layer710by the first thickness740. The shipping crate100is then further assembled by assembling the plurality of walls300a-dsuch that the first wall layer310of each of the walls forms a first post and lintel assembly and the second wall layer320of each of the plurality of walls forms a second post and lintel assembly. The back panel700is then located such that the first back panel layer710rests on the sides330of the first wall layer310of each of the plurality of walls300a-dand the second back panel layer rets on sides of the second wall layer320of the plurality of walls. In some embodiments, after sizing the second wall layer320for each of the walls300a-d, the first wall layer310is positioned relative to the second wall layer320using the jig1900shown inFIG.19. As such, the wall layers are properly located while assembling the layers. As discussed above, in some embodiments, prior to assembling the plurality of walls300a-d, a bead of glue600is applied to each joint, and after assembling the plurality of walls, each joint is taped610. While the present invention has been described at some length and with some particularity with respect to the several described embodiments, it is not intended that it should be limited to any such particulars or embodiments or any particular embodiment, but it is to be construed with references to the appended claims so as to provide the broadest possible interpretation of such claims in view of the prior art and, therefore, to effectively encompass the intended scope of the invention. Furthermore, the foregoing describes the invention in terms of embodiments foreseen by the inventor for which an enabling description was available, notwithstanding that insubstantial modifications of the invention, not presently foreseen, may nonetheless represent equivalents thereto. | 22,473 |
11858686 | DESCRIPTION Referring toFIG.1, a pallet display assembly10includes a main panel12, at least one first or short side panel14and at least one second or long side panel16, all preferably made of corrugated cardboard and corresponding to the standard surface area of commercial pallets100. The pallets100hold and display assembled items200to be sold in warehouse store environments. Preferably, two short side panels14and two long side panels16are used to engage the main panel12in order to completely cover the pallets100. In various embodiments, the short side panels14and long side panels16may be appropriately sized to cover a predetermined number of stacked pallets100. The main panel12preferably includes two sets of first or short flaps18connected along first or short fold lines20, and two sets of second or long flaps22connected along second or long fold lines24. The short fold lines20and long fold lines24correspond to the short top edge104and long top edge106of the pallets100, respectively, such that the main panel12covers the pallets100, with the short flaps18and long flaps22extending over and able to fold down against the pallets100. A series of first or short panel slots21and second or long panel slots23are formed along the short fold lines20and long fold lines24to align the short side panels14and long side panels16with the main panel12. In the illustrated embodiment two short panel slots21and two long panel slots23are shown along each of the short fold lines20and long fold lines24. In alternative embodiments, other configurations of short panel slots21and long panel slots23may be positioned according to preference and effectiveness. Preferably, at least one of the short side panels14has a first printed side15, and at least one of the long side panels16has a second printed side17, the first printed side15and the second printed side17bearing indicia related to the palleted items200. Still referring toFIG.1, each short side panel14includes a series of first tabs28, sized to engage the panel slots26along the short fold lines20. The first tabs28are located along first tab fold lines30that become collinear with the short fold lines20of the main panel12when the first tabs28are fully inserted into the panel slots26, thereby allowing the short side panel14(along with the short flaps18) to fold relative to the main panel12. Each short side panel14also includes two locking tabs32. Each locking tab32is located along a locking tab fold line34. The locking tab fold lines34allow each locking tab32to engage the long side panels16when the short side panels14and long side panels16are folded down to cover the pallets100. Each long side panel16includes a series of second tabs36, sized to engage the panel slots26along the long fold lines24of the main panel12. The second tabs36are located along second tab fold lines38that become collinear with the long fold lines24of the main panel12when the second tabs36are fully inserted into the panel slots26, thereby allowing the long side panels16(along with the long flaps22) to fold relative to the main panel12. Each long side panel16also includes two corner flaps40. Each corner flap40is connected along a corner flap fold line42aligning with a corner108of the pallets100. The corner flaps40extend under the short side panels14when the pallet display assembly10is constructed to create a uniform appearance without the pallets100being visible at the corners108. A locking slot44is located along each corner flap fold line42for retaining a locking tab32when the short side panels14and long side panels16are folded down over the pallets100to retain the pallet display assembly10in a displayed position with the first printed side15and the second printed side17facing outwardly. The structure of the pallet display assembly10having been shown and described, its method of operation will now be discussed. Referring toFIGS.2-4, in order to install the pallet display assembly10, the main panel12is placed atop the pallets100such that the short fold lines20and the long fold lines24are aligned with the short top edges104and the long top edges106, respectively, of the pallets100. The short flaps18and long flaps22extend off the pallets100and are folded down along the pallets100to make room for the short side panels14and long side panels16. The first tabs28and the second tabs36are fully inserted into the panel slots26such that the first tab fold lines30are substantially collinear with the short fold lines20and the second tab fold lines38are substantially collinear with the long fold lines24. With the first tabs28and second tabs36fully inserted into the main panel12, the short side panel14and the long side panel16can be folded down to cover the pallets100. Still referring toFIGS.2-4, as the short side panels14and the long side panels16approach the pallets100, the corner flaps40of the long side panels16are folded along each corner flap fold line42and inserted under each short side panel14. The short flaps18and the corner flaps40may be slanted in profile as illustrated to avoid overlapping when covered by the short side panel14. As each corner flap40travels under a short side panel14, the locking tabs32come within range of the locking slots44. When the long side panels16are folded against the pallets100, two locking tabs32on either side of each short side panel14are inserted into the locking slots44on either side of each long side panel16to lock both the long side panels16and the short side panels14against the pallets100. During installation, at any time after the main panel12is placed in position atop the pallets100with the first tabs28and the second tabs36inserted in their respective panel slots26, the assembled items200can be placed atop the main panel12. With the pallet display assembly10covering the pallets100, customers can view promotions46for the assembled items200on the short side panel14and on the long side panel16, and at their election, remove one or more of the assembled items200for purchase. Once the assembled items200are all removed, the pallet display assembly10can be easily and conveniently disassembled by disengaging the locking tabs32from the locking slots44, removing the first tabs28from the panel slots26by pulling each short side panel14away from the main panel12, removing the second tabs36from the panel slots26by pulling each long side panel16away from the main panel12, and removing the main panel12from atop the pallets100. None of the short side panels14, long side panels16, or main panel12are affixed to the pallets100, thereby allowing easy disassembly. Since they lay flat when disassembled, they can also be conveniently stacked, and because no glue or tape is used they can be easily recycled. The foregoing description of the preferred embodiment of the Invention is sufficient in detail to enable one skilled in the art to make and use the invention. It is understood, however, that the detail of the preferred embodiment presented is not intended to limit the scope of the invention, in as much as equivalents thereof and other modifications which come within the scope of the invention as defined by the claims will become apparent to those skilled in the art upon reading this specification. | 7,244 |
11858687 | DETAILED DESCRIPTION The storage device1which in its entirety is indicated with the reference numeral1comprises several storage containers2amongst which at least one first storage container2awhich is illustrated by way of example inFIGS.1to6and at least one second storage container2bwhich is illustrated by way of example inFIGS.7to11are to be found. The first and second storage containers2a,2bcan also be present only once or also in multiple. The storage device1can also comprise yet further storage containers2which are not illustrated in the drawing. FIG.17shows three storage containers2of the storage device1in a state in which they are stacked onto one another whilst forming a container stack98and concerning which the two upper storage containers2are designed as first storage containers2a, whereas the storage container2which is at the very bottom is a second storage container2b. As one can derive fromFIG.17by way of the first storage container2a, several first storage containers2aand/or several second storage containers2bcan have a different height. Each storage container2comprises a container housing15which concerning the first storage container2ais denoted as a first container housing15aand concerning the second storage container2bis denoted as a second container housing15b. With regard to the illustrated embodiment example, the first and the second container housing15a,15bare designed identically amongst one another. One and the same construction type of container housings15is used here as a first container housing15afor forming a first storage container2aand furthermore as a second container housing15bfor forming a second storage container2b. Such a container housing15which can be used as a first container housing15aas well as a second container housing15bis shown inFIG.12. It is already equipped with an optional upper carrier grip45which represents an optional, but nonetheless advantageous equipping feature of the storage container2. For forming a storage container2, this container housing15is yet to be equipped with a first handle52aor with a second handle52b, where these two handles52a,52bare shown in detail inFIG.12. A container housing15which is equipped with the first handle52arepresents a first container housing15aand together with the first handle52adefines the first storage container2a. A container housing15which is equipped with the second handle52brepresents a second container housing15band together with the second handle52bdefines the second storage container2b. Inasmuch as one refers hereinafter generally to “container housing15”, this—inasmuch as no details are made to the contrary—is to be understood as a reference to the first container housing15aas well as to the second container housing15b. Preferably, the first and second container housing15a,15bare identical amongst one another at least to the extent that they only differ from one another in their construction height. However, as can be derived from the drawing, they can also have the same height and as a whole be designed identically. An important corresponding feature between the first and second container housings15a,15bis a uniform housing fastening interface20which is designed identically in both cases and to which in the case of the first container housing15athe first handle52aand in the case of the second container housing15bthe second handle52bis fastened. Expressed differently, the first container housing15ahas a housing fastening interface which is for attaching the first handle52aand which corresponds to a housing fastening interface of the second container housing15bwhich serves for attaching the second handle52b, so that these two housing fastening interfaces can be denoted as uniform housing fastening interfaces20. The container housing15, thus the first container housing15aas well as the second container housing15bhas a height axis16which extends between a lower side4and an upper side5and whose axis direction defines a height direction which is provided with the same reference numerals. Furthermore, it has a longitudinal axis17which is at right angles to the height axis16and runs between a front side6and a rear side7and further has a transverse axis18which is at right angles to the height axis16as well as to the longitudinal axis17. The axis direction of the longitudinal axis17defines a longitudinal direction which is provided with the same reference numeral, whereas the axis direction of the transverse axis18defines a transverse direction of the container housing15which is provided with the same reference numeral. By way of example, the dimensions in the height direction16determine a height, the dimensions in the longitudinal direction17a depth and the dimensions in the transverse direction a width of the container housing15. The container housing15preferably has an essentially at least rectangular outline. The container housing15has a housing wall22which delimits a storage space23which is formed in the housing interior and which is evident for example fromFIGS.4to11. Any objects which are to be stored, for example tools and in particular electric tools can be accommodated in the storage space23. Expediently, the container housing15comprises a housing lower part24and a housing lid25which is pivotably movably mounted on the housing lower part24. The housing wall22is composed of walls of the housing lower part24and of the housing lid25. Concerning the housing lower part24which is preferably designed in a box-like manner, the housing wall22consists of a base wall26which terminates the storage space23at the lower side4and of a peripheral wall27which projects upwards from the outer edge of this base wall26in the height direction16. The peripheral wall27encompasses the storage space23around the height axis16, wherein at its upper side which is opposite the base wall26it comprises an upper end section21which frames an access opening28for the storages space23. Objects can be inserted into the storage space23and removed from the storage space23through the access opening28. The peripheral wall27which is of one piece with the base wall26is composed of a front wall32which is located at the front side6, of a rear wall33which lies opposite to the front wall32in the longitudinal direction17and of two side walls34. The side walls34lie opposite one another in the transverse direction18and each connect the front wall32to the rear wall33. The front wall32and the rear wall33each essentially extend in a plane which is at right angles to the longitudinal axis17. The side walls34each extend essentially in a plane which is at right angles to the transverse axis18. These walls32,33,34can be completely plane or can be stepped in an arbitrary manner or structured in another manner. The complete peripheral wall27and the base wall26are designed as one piece with one another. The housing lid25is assigned to the access opening28. Preferably, in the region of the rear wall33, it is pivotably mounted relative to the housing lower part24about a pivot axis35which runs in the transverse direction18. Preferably, the pivot bearing means12which define the pivot axis35are arranged on the rear corner regions of the peripheral wall27which connect the side wall34to the rear wall33, in particular at only a small height distance below the access opening28. In the course of a pivoting movement36which is indicated by the double arrow inFIGS.2and7, the housing lid25can be selectively positioned in a closure position which lies on the upper end section21of the peripheral wall27and herein closes the access opening28or in various open positions which are pivoted upwards to a greater or lesser extent. In the open positions, the access opening28is accessible with an opening cross section of a greater or lesser magnitude depending on the selected opening angle. The closure position of the housing lid25is expediently releasably lockable. For this, by way of example, suitable locking means38which can be actuated manually are arranged on the container housing15at the outside in the region of the front side6. The locking means38preferably comprise a rotary bar42which is rotatably mounted on the housing lid25in the region of the front side6about a rotation axis44which is parallel to the longitudinal axis17, and a locking projection43which is arranged on the front wall32of the housing lower part24at the outside. The rotary bar42in the state of the housing lid25which is situated in the closure position can be rotated such that it is selectively in engagement with or is disengaged from the assigned locking projection43. The first handle52ais arranged on the first container housing15aon its uniform housing fastening interface20, on the front side6at the outside. The second handle52bis arranged on the second container housing15bon its uniform housing fastening interface20on the front side6at the outside. On account of its arrangement on the front side of the container housing15, the first handle52aas well as the second handle52bform a front handle which is generally indicated with the reference numeral52. If the container housing15in accordance with the embodiment example is composed of a housing lower part24and a housing lid25, the front handle52is preferably attached at the outside on the front wall32of the housing lower part24. This is the case with the illustrated embodiment example. The storage container2at the outside on its upper side5which is orientated in the height direction16preferably has a further handle, specifically the upper carrier grip45which has already been mentioned further above. If the container housing15comprises a housing lid25in accordance with the embodiment example, then the upper carrier grip45is attached at the outside to an upper lid wall79of the housing lid25which in the closure position extends at right angles to the height axis16. The upper carrier grip45can be gripped around by a hand, in order to carry and transport the storage container2in an alignment which is hereinafter denoted as a vertical alignment and in which the height axis16runs vertically. The first handle52awhich is fastened to the uniform housing fastening interface20of the first container housing15ais designed as a carrier grip which is pivotable with respect to the container housing15a, so that it can be used in order to carry the first storage container1awith a hand. For this, a hand can grip around the first handle52a. It has such a distance to the housing wall22that a human hand can grip between it and the housing wall22, in order to grip around it. By way of the use of the first handle52awhich is designed as a carrier grip, the first storage container2acan be carried and transported in an alignment which is hereinafter denoted as a perpendicular alignment and in which the height axis16is aligned horizontally. In contrast to the first handle52a, the second handle52bis not envisaged for carrying the second storage container2band is also not designed accordingly. It is conceived such that it cannot be gripped around by a hand. There is no intermediate space which would permit a human hand to grip through, between the second handle52band the housing wall22. According to the illustrated embodiment example there is preferably no intermediate space whatsoever between the second handle52band the housing wall22. The second handle52bmerely defines a pull grip which is suitable, in order to pull the second storage container2bin the longitudinal direction17. In particular, this pulling function can be used, in order to pull the second storage container2bout of a shelf structure2013of the storage device1which is schematically indicated inFIG.3and in which it can be accommodated during its position of non-use. Inasmuch as this is concerned, the second handle52bmerely represents a pull-out aid. The second handle52bfor its handling preferably only has a rigid grip ledge50, behind which one can engage with the fingers of a hand from the front, in order to exert a pulling force which is directed to the front in the longitudinal direction17. As is indicated inFIG.10, by way of example the grip ledge50delimits a grip recess47which is open to the bottom in the height direction16and into which one can engage with the fingers of a hand from the front and from below, in order to impinge the rear surface49of the grip ledge50. Alternatively, the open side of the grip recess47can also face upwards. The grip ledge50at the outside connects directly onto the front wall32of the second container housing15b, so that there remains no intermediate space which would permit the gripping-through by the hand. Herewith, the depth of the second storage container2bis not significantly increased by the second handle52b. Concerning an embodiment example which is not illustrated, the second handle52awhich is designed as a pull grip is likewise attached to the second container housing2bin a movable manner. There it can be selectively positioned in a park position or in a position of use, wherein in these two positions it projects out of an assigned deepening of the peripheral wall27to a different extent or in the park position does not project out of the peripheral wall27at all. However, what is preferred is the construction form which is realised with the illustrated embodiment example and which is very inexpensive and simple and according to which the second handle52bwhich is designed as a pull grip is completely immovable with respect to the second container housing15b. The pivotable first handle52a, just as the optional upper carrier grip45is pivotably mounted on the container housing15such that it can be selectively positioned in a position of non-use which is pivoted onto the container housing15or in a position of use which projects away from the container housing15. The first handle52awhich is designed as a pivotable carrier grip is pivotable about a pivot axis which is hereinafter denoted as a front pivot axis51for an improved differentiation, wherein the associated pivoting movement53is made recognisable by a double arrow. The pivot axis of the preferably likewise present upper carrier grip45is hereinafter denoted as an upper pivot axis46, wherein the associated pivoting movement41is likewise indicated by a double arrow inFIG.1. Both pivot axes51,46run parallel to the transverse axis18. The position of non-use of the upper carrier grip45which is pivoted onto the container housing15is evident for example inFIGS.1and7. Additionally, the position of use of the upper carrier grip45which projects upwards from the container housing15is shown inFIG.1in a dot-dashed manner. The position of non-use of the first handle52a, in which this handle which is designed as a front handle52is pivoted onto the first container housing15a, is evident for example fromFIGS.1and3to6. In its position of use, the first handle52aprojects in the longitudinal direction17to the front away from the first container housing15a, wherein this position of use is shown on the one hand inFIG.2and on the other hand once again in a dot-dashed manner inFIG.1. The first handle52ais rotatably mounted on the first container housing15aby way of at least one pivot bearing device65, for carrying out the pivoting movement53. This at least one pivot bearing device65defines the front pivot axis51. Preferably, two pivot bearing devices65which are arranged distanced to one another in the transverse direction18are present for the pivoting mounting of the first handle52a. The pivotable first handle52ais preferably designed as bow grip which is designed in an at least essentially U-shaped manner. This also applies to the optional upper carrier grip45. Concerning the illustrated embodiment example, the first handle52aas well as the upper carrier grip45is such a bow grip. The first handle52awhich is designed as a bow grip has two grip limbs55which correspond to the U-limbs, are distanced to one another in a grip longitudinal direction54and are parallel to one another and are rigidly connected to one another at their one face-side end region by a connection web56. The grip longitudinal direction54runs in the axis direction of a longitudinal axis of the first handle52awhich is provided with the same reference numeral. The grip limbs55run transversely thereto. The upper carrier grip45in a corresponding manner likewise has two grip limbs57which are distanced to one another in the transverse direction18and which are rigidly connected to one another at one end by a connection web58. The preferably rod-like connection webs56,58of the first handle52aand of the upper carrier grip45expediently run parallel to one another. The upper carrier grip45preferably has a greater length in the transverse direction18than the first handle52a. Both grips45,54aare expediently arranged and designed mirror-symmetrically with respect to a middle plane which is spanned by the height axis16and the longitudinal axis17and which passes through the first container housing15ain the middle of the width. The first handle52awhich is designed as a bow grip, in the region of the free end sections62of its grip limbs55which are opposite to its connection web56are pivotably mounted on the front wall32at the outside via one of the two pivot bearing devices65, for executing the pivoting movement53. The front wall32at its outer side which is away from the storage space32is expediently provided with a front wall deepening66, in which the two pivot bearing devices65are arranged. The front wall deepening66has such a depth in the longitudinal direction17that the first handle52ais received completely sunk therein given the assumption of its position of non-use. In the position of use, the first handle52projects significantly far out of the front wall deepening66, in order to be able to grip around the connection web56with one hand for carrying the first storage container2a. The front wall deepening66preferably extends over the complete height of the front wall32, but is expediently widened in the transverse direction18in the region of the housing fastening interface20. A gripping plane of the first handle52awhich is spanned by the two grip limbs55and the connection web56, in the position of non-use runs at right angles to the longitudinal axis17and in the position of use at right angles to the height axis16. The front wall deepening66at its two sides which are distanced to one another in the transverse direction18are delimited by two lateral edge surfaces67which face one another and are distanced to one another in the transverse direction18. Each pivot bearing device65is preferably placed in the region of one of these two lateral edge surfaces67, in particular in the widened region. The first handle52ais expediently pivoted downwards in the position of non-use45a, which is to say its U-opening points upwards in the height direction15. The upper carrier grip45is pivotably mounted on the housing lid25in the region of the free end sections63of its grip two limbs57which are opposite to its connection web58. In the position of non-use of the upper carrier grip45, a grip plane which is spanned by the connection web58and the two grip limbs57runs at right angles to the height axis16. The upper carrier grip45is expediently pivoted to front in the position of non-use, so that its U-opening faces the bottom in the position of non-use Preferably, the upper lid wall79which belongs to the housing wall22, at the outside comprises an upper wall deepening64, in which the upper carrier grip45is rotatably mounted and in which the upper carrier grip45is received in a completely sunk manner on assuming its position of non-use. The upper wall deepening64is preferably likewise designed in a U-shaped manner. In the position of use, the upper carrier grip45projects upwards out of the upper wall deepening64, wherein the connection web58is distanced sufficiently far to the upper lid terminating surface63, in order to be able to be gripped around by the hand for carrying the storage container2. Alternatively to the pivotable upper carrier grip45, the storage container2can also comprise an upper carrier grip45which is non-pivotably attached to the container housing15in a fixed manner. Expediently, an arresting device68of the first storage container2awhich is designed for the non-pivotable releasable arresting of the first handle52ain its position of non-use is assigned to the pivotable first handle52a. This arresting device68is hereinafter also denoted as a front arresting device68for an improved differentiation. The front arresting device68prevents the first handle52awhich is situated in the position of non-use from executing uncontrolled pivoting movements relative to the first container housing15awhen the first storage container2ais transported whilst using the upper carrier grip45. The front arresting device68by way of example is advantageously designed as a latching device which, depending on the pivoting direction of the pivoting moment53, automatically latches in or out with a snap effect when a respective actuation force is introduced into the first handle52a. The intensity of the latching is adequately large, in order, given a designated handling of the first storage container2a, to prevent an automatic latching in or latching out of the first handle52a. However, it is adequately small, in order to be able to create a latching or a lifting of the latching solely by way of action with the hand without an extraordinary force effort. The pivoting angle of the first handle52abetween the position of non-use and the position of use is expediently at least essentially 90 degrees. The first handle52acan be pivoted within this pivot range into arbitrary intermediate positions which are all neither arrested nor arrestable, in particular in an infinite manner Thus as soon as the first handle52ahas left the arrested position of non-use, it can be freely pivoted at least to into the position of use. Given a corresponding design of the pivot bearing devices65, the first handle52acan even be pivoted beyond the position of use. The front arresting device68can be locally restricted to a single region of the first handle52a. However, it is seen to be more advantageous if the front arresting device68consists of two arresting units68a,68bwhich are arranged locally distanced to one another in the axis direction of the pivot axis51. Preferably, the two arresting units68a,68bof the front arresting device68which are hereinafter also denoted as front arresting units68a,68bfor simplification, are each arranged in the region of one of the two grip limbs55. Preferably, they are each located in the region of one of the two lateral edge surfaces67of the front wall deepening66. The front arresting units68a,68bare arranged distanced to the pivot bearing device65which define the pivot axis51, preferably transversely to the pivot axis51. In particular, they are located at a distance to the pivot axis51which corresponds to the distance of the connection web56to the pivot axis51. By way of example, both front arresting units86a,86blie in the region of the connection web56in the position of non-use of the first handle52a. Preferably, each front arresting unit68a,68bcomprises an arresting projection73which is arranged on the housing wall22of the container housing15and in particular is designed as one piece with the housing wall22and is designed for example in a pimple-like manner Each arresting projection73is preferably formed on one of the two lateral edge surfaces67, with regard to which it projects in the transverse direction18, so that it projects into the front wall deepening66from the side. Each front arresting unit68a,68bfurther has an arresting deepening75which is arranged on the first handle52a. The opening of the arresting deepening74faces the transverse direction18. The arresting deepening74is placed such that the assigned arresting projection73in the position of non-use of the first handle52aengages into it in the transverse direction18and by way of this fixes the position of non-use of the first handle52a. Preferably, the arresting deepenings74of the two front arresting units68a,68bare formed by the end regions of a cavity81which are assigned to the two grip limbs55, said cavity passing through the connection web56in its longitudinal direction. In the position of non-use, each arresting projection73immerses from a face side into the cavity81and engages behind a wall section82of the connection web56which peripherally encompasses this cavity81. This is well evident inFIG.5. The wall section82can be moved past the arresting projections74with a snap effect by way of the pivoting movement53of the front handle52. It is to be understood that the design of the arresting projections73and of the arresting deepenings74with respect to the container housing15and the first handle52acan also be exchanged. It is advantageous if an arresting device69which is suitable for the releasable arresting of the position of non-use of the upper carrier grip45is assigned to this, said arresting device being denoted hereinafter as an upper arresting device69for an improved differentiation. The function of the upper arresting device69with respect to the upper carrier grip45is the same as the function of the front arresting device68with respect to the first handle52a. The upper arresting device69is preferably constructed in the same manner as the front arresting device68. Accordingly, concerning the embodiment example, it comprises two upper arresting units69a,69bwhich are each assigned to one of the two grip limbs57and each comprise an arresting projection which is formed on the housing lid25as well as an arresting deepening which is formed on the upper carrier grip45. The upper arresting device69is preferably also designed such that given a manually created pivoting of the upper carrier grip45, it automatically latches in or out with a snap effect depending on the pivoting direction. The two pivot bearing devices65which are assigned to the first handle52aeach comprise two first and second bearing elements85,86which engage into one another in the axis direction of the pivot axis51and are rotatable relative to one another about the pivot axis51as the centre. The first bearing element85is formed on the front wall32of the container housing15, the second bearing element86on the first handle52a. Each first bearing element85is expediently located in the region of one of the two lateral edge surfaces67of the front wall deepening66. The first bearing element85is preferably designed as a bearing eye85a, thus as a wall deepening which comprises an insert opening87which faces in the transverse direction18towards the first handle52a. Each second bearing element86is located on one of the two grip limbs57in the region of the free end section62. Concerning the embodiment example, it is designed as a bearing pin86awhich points away from the first handle52ain the grip longitudinal direction54and which immerses through the insert opening87from the front wall deepening66into the assigned bearing eye85a. Alternatively, the arrangement can also be exchanged, so that the two bearing pins86aare arranged in the region of the lateral edge surfaces67and face one another with the free ends, wherein a bearing eye85awhose inert openings87point away from one another in the grip longitudinal direction54is assigned to each grip limb87. The first bearing elements85are preferable designed as one piece on the housing wall22. The second bearing elements86are preferably designed as one piece on the first handle52a. For fastening on the uniform housing fastening interface20of the container housing15, the first handle52awhich is designed as a pivotable carrier grip is provided with a first grip fastening interface71. Furthermore, the second handle52bwhich is designed as a pull grip is provided with a second grip fastening interface72. Both grip fastening interfaces71,72are designed such that they fit together with the uniform housing fastening interface20and by way of interaction with this uniform housing fastening interface20are fixable or fixed on the first and second container housing15a,15brespectively. Basically, the first and the second grip fastening interface71,72can also be designed identically amongst one another. However, depending on the type of handle, it can be expedient, for example on account of certain strength demands, to fall back on first and second grip fastening interfaces71,72which are designed differently from one another. This is the case with the embodiment example, where the first grip fastening interface71is designed differently from the second grip fastening interface72. Irrespective of this, each handle52a,52bcan be fastened with its grip fastening interface71,72to the uniform housing fastening interface20of the container housing15. Preferably, the uniform housing fastening interface20comprises a plurality of individual housing fastening sections75. By way of example, precisely four such housing fastening sections75are present and these—considered from the front side6—expediently lie in the corner regions of an imagined rectangle which above all can be easily understood by way ofFIG.12. Two housing fastening sections75each lie at the same height in the height direction16and thus on a line in the transverse direction18. Furthermore, these two pairs of housing fastening sections75can be arranged distanced to one another in the height direction16. The first grip fastening interface71is now formed on the first handle52asuch that it is in fastening engagement with only some of the present housing fastening sections75of the uniform housing fastening interface20. With regard to the second handle52b, the second grip fastening interface72however is designed such that it is in fastening engagement with all housing fastening sections75of the uniform housing fastening interface20. In other words, one can say that the uniform housing fastening interface20of the second container housing15bis completely used by the second grip fastening interface72of the second handle52b, whereas the uniform housing fastening interface20of the first container housing15ais only partly used by the first grip fastening interface71of the first handle52a. However, the first and the second grip fastening interfaces71,72are preferably designed such that certain constituents of the uniform housing fastening interface20are used by both grip fastening interfaces71,72. Accordingly, preferably several of the housing fastening sections75are each designed as a common housing fastening section which is used by both grip fastening interfaces71,72. Furthermore, preferably several other of the housing fastening sections75are each designed as an individual housing fastening section75bwhich is only in engagement with constituents of the second grip fastening interface72. Preferably, the uniform housing fastening interface20comprises two common housing fastening sections75aand two individual housing fastening sections75b. With respect to the already mentioned rectangular arrangement, the two common housing fastening sections75aare arranged above the two individual housing fastening sections75bin the height direction16. Preferably, a common housing fastening section75aand an individual housing fastening section75bwhich is arranged more deeply with regard to height, lie at least essentially on a line in the height direction16. The housing fastening sections75are preferably arranged in the region of the two lateral edge surfaces67of the front wall deepening66. A common housing fastening section75aand an individual housing fastening section75bwhich is arranged therebelow in the height direction16is preferably assigned to each lateral edge surface67. Each of the two grip fastening interfaces71,72has two primary grip fastening sections71a,72a. Whereas the first grip fastening interface71furthermore has no further grip fastening sections, the second grip fastening interface72yet additionally has two secondary grip fastening sections72b. The two primary grip fastening sections71a,72alie on a line which is parallel to the grip longitudinal direction54. Their clear distance corresponds to the clear distance between the common housing fastening sections75aof the uniform housing fastening interface20. The two secondary grip fastening sections72blikewise lie on a line which is parallel to the grip longitudinal axis54, but are however arranged offset to the primary grip fastening sections72aat right angles to the grip longitudinal direction54. Their clear distance corresponds to that of the individual housing fastening sections75bof the uniform housing fastening interface20. Concerning the first storage container1a, the first handle52ais fastened with its two primary grip fastening interfaces71aexclusively to the two common housing fastening sections75a. Concerning the second storage container1b, the second handle52bwith its two primary grip fastening sections72ais fastened to the two common fastening sections75b, whereas it is simultaneously fastened with its two secondary grip fastening sections72bto the two individual housing fastening sections75b. Hence by way of example, the first handle52ais fixed to the uniform housing fastening interface20by way of a two point fastening and the second handle52bby way of a four-point fastening. Preferably, the two common housing fastening sections75asimultaneously each form one of the two first bearing elements85of a pivot bearing device65. Furthermore, the two primary grip fastening sections71aof the first handle52aeach form one of the two second bearing elements86of the two pivot bearing devices65. The pivotable mounting of the first handle52aon the first container housing15aautomatically results by way of this by way of the first handle52abeing assembled with the first grip fastening interface71on the uniform housing fastening interface20. Concerning the second storage container2b, the common housing fastening sections75awhich engage into one another and the primary grip fastening sections72ado not define a pivot mounting, but each define only one of four fixed points for the attachment of the second handle52bwhich is immovable with respect to the second container housing15b. Concerning the second handle52b, the primary grip fastening sections72aare preferably designed similarly or equally as the primary grip fastening sections71aof the first handle52a. By way of this, a fastening engagement with the common housing fastening interfaces75aof the uniform housing fastening interface20which is comparable to the first handle52ais possible. Additionally however, the secondary grip fastening sections72bof the second handle52bwhich are in engagement with the individual housing fastening sections75bof the uniform housing fastening interface20ensure two further fixed points and thus as a whole an immovable mounting of the second handle52bon the second container housing15b. The primary grip fastening sections72aof the second handle52bcan be designed differently from the primary grip fastening sections71aof the first handle52a. In any case, the two primary grip fastening sections72a,71aare however designed such that they can each assume a fastening engagement with the common housing fastening sections75a. According to the preferred embodiment example, each individual housing fastening section75bof the uniform housing fastening interface20consists of a fixation recess76which is formed in the front wall32as one piece and which has an insert opening77which faces upwards in the height direction16. Each secondary grip fastening section72bof the second handle52bis formed by a downwardly projecting fixation pin79. The fixation pins78are aligned at right angles with respect to the grip longitudinal axis54of the second handle52b. In the assembled state, the fixation pins78each engage from above in the height direction16into one of the fixation recesses76, so that the second handle52bcan no longer be taken away from the front wall32to the front. The fixation recesses76and the fixation pins78are designed such that together they define an insert-pivot connection device83, for the simple assembly of the second handle52b. This accordingly applies if the secondary grip fastening sections72band the individual housing fastening sections75bare designed in a different manner, for example by way of an exchange of the fixation pin and the fixation recess. In particular, in the context of such an insert-pivot connection device83, it is advantageous if the common housing fastening sections75aof the uniform housing fastening interface20together with the primary grip fastening sections72aof the second handle52aas well as together with the primary grip fastening sections71aof the first handle52aeach from latching connection device84. The latching connection device84results from the primary grip fastening sections71a,72abeing able to be deflected out or bent according to the arrows88in theFIGS.3and8in the context of a mutual approach on account of a certain elasticity of the assigned handle52a,52bwhich consist of plastic material. If the first or second handle52a,52bis pressed onto the front wall32of the first and second container housing15a,15brespectively according to the arrows91,92inFIGS.6and11, the primary grip fastening sections71a,72aslide on a guide structure93which is formed by a section of the front wall32, in a manner such that they briefly move towards one another and subsequently snap into the common housing fastening sections75aon account of elastic resilience. For this purpose, the primary grip fastening sections71a,72apreferably and in particular at the face side are provided with an oblique slide surface94. The guide structure93with the embodiment example consists of a wall section of the container housing15which edges the insert opening87of the bearing eye85a. Concerning the first handle52a, a spring-elastic compliance of the primary grip fastening sections71ain particular results from the fact that the first primary grip fastening sections71aare arranged on the free end sections62of the two grip limbs55. With regard to the latching procedure, in particular the connection web56can also briefly sag. The assembly can be effected according toFIGS.5and6with a linear assembly movement91which is indicated by arrow91and which is orientated in the longitudinal direction17. Concerning the second handle52bwhich is designed solely as a pull grip, a comparable elastic compliance of the primary grip fastening sections72acan be advantageously realised by way of the second handle52bbeing designed in an H-shaped manner and comprising two grip limbs59which are parallel to one another and which are connected to one another as one piece via a connection web60. Herein, the connection web60defines the grip ledge50which can be gripped on using the second handle52b. The second handle52awhich is assembled on the second container housing15b, with its two grip limbs59as well as with its connection web60which defines the grip ledge5expediently bears on the housing wall22, by way of example on the front wall32. The two grip limbs59of the second handle52brun at right angles to the grip longitudinal axis94and in the assembled state of the second handle52ain the height direction16. They comprise two free end sections which are opposite one another and on which the constituents of the second grip fastening interface72are attached. The primary grip fastening sections72aare located on the free end sections of the two grip limbs59which point upwards in the same direction. The secondary grip fastening sections72bare formed on the opposite, downwardly pointing free end sections of the two grip limbs59. Here too, the length sections of the grip limbs59which carry the primary grip fastening sections72acan bend to one another according to the arrows88when the second handle52bis pressed into the uniform housing fastening interface20according to the arrow92inFIG.11. The assembly of the second handle52bon the uniform housing fastening interface20is effected by way of a combined insert-pivot procedure which is indicated inFIG.12. For this, the second handle52ais firstly inserted in a position which is inclined with respect to the height axis16, with the fixation pins78from above into the fixation recesses76according to arrow89, whereupon the second handle52bis pivoted onto the front wall32by way of an arcuate assembly movement according to arrow92, so that the primary grip fastening sections72acan be latched with the common housing fastening sections75via the latching connection device84. The latching connection which can be achieved by the latching connection device84can be a non-releasable connection. However, it can also be designed in a releasable manner so that if required there exists the possibility of exchanging a defect handle52a,52bor retrofitting a container housing15with regard to the grip. Differing from the illustrated embodiment example, one or more storage containers2,2a,2bas a whole can be designed only in a box-like manner without a lid. With regard to the embodiment example, hence the container housing15,15a,15bas a single housing part could only comprise the housing lower part24and comprise no housing lid25. The access opening28would then be constantly open in this case. A lid-less container housing24on the upper side can also comprise an upper carrier grip which is expediently pivotably attached, for example to the side walls34. In this case, a first handle52aor a second handle52bcould selectively be attached to the uniform housing fastening interface20. If no upper carrier grip is present, then the lid-less storage container2is expediently a first storage container2awhich on the uniform housing fastening interface20comprises a first handle52awhich is designed as a pivotable carrier grip. This also applies to cases, in which a storage container2which is provided with a housing lid25has no upper carrier grip45. Disregarding the first handle52aor the second handle52b, the container housing15of the storage container2preferably no longer comprises a further handle on the peripheral wall27. Expediently, it is solely and singularly a first handle52aor a second handle52bwhich is fastened on the front side6. An advantageous design of the storage device1comprises the shelf structure95which has already been mentioned above, is merely indicted in a schematic dot-dashed manner inFIG.3and is designed in order to mount the storage containers2,2a,2bwhilst not in use. The shelf structure95provides the possibility of receiving each storage container2in a manner in which it can be pulled out in the manner of a drawer. Such a shelf structure95can be installed for example in a workshop or in a service vehicle. In this context, each storage container2at the outer side of the housing lower part24comprises a guide device104, via which it can be brought in a linearly displaceable manner into engagement in a releasable manner by way of a counter guide device105of the storage device1which is arranged on the shelf structure103. By way of example, the guide device96comprises a guide rail96a,96bon the outer side of each side wall34in the region of the lower side4. The counter guide device97has two counter guide rails97a,97bfor each storage container2to be received, and these are arranged distanced to one another on the shelf structure95in a manner such that the storage containers2can be brought into engagement with them from a face side by way of their guide rails96a,96b. The guide rails96a,96band the counter guide rails97a,97bare matched to one another such that the storage container2can be inserted into the shelf structure95and can be pulled out of the shelf structure95, in its longitudinal direction17. The first handle52which is conceived as a front handle52can be used for this handling in the case of the first storage container2aand the second handle52bwhich is likewise conceived as a front handle52can be used in the case of the second storage container2b. The guide device96is expediently integrated as one piece into the housing lower part24which consists of plastic material. Preferably, several storage containers2are stackable onto one another in the height direction16, so that a container stack98which consists of at least two storage containers2which are stacked upon one another results, as is shown inFIG.17in the context of three stacked storage containers2. In the stacked state, a respective upper container2is seated with its lower side4on the upper side5of a further container2which is arranged therebelow. Expediently, each storage container2is the region of its lower side4has a lower coupling device102which is designed for example in a manner which is evident fromFIGS.3and8. Furthermore, each storage container2on the upper side5has an upper coupling device103whose preferred design is evident fromFIGS.1and7. The two coupling devices102,103are adapted to one another such that on account of their interaction, the storage containers2which are directly stacked on one another can be releasably coupled to one another in a manner in which they cannot be lifted from one another. Such a coupled state is shown inFIG.17. The container stack98can then be carried and transported as a unit by way of the upper carrier grip45of the uppermost storage container2which is pivoted into the position of use. The locking means38which are explained further above preferably belong at least partly to the two coupling devices102,103. By way of example, the rotary bar44can be rotated into a coupling position which is shown inFIG.17at100and in which it couples the two storage containers2which are stacked onto one another, to one another in a non-liftable manner in the region of the front side6. Further constituents of the coupling devices102,103with regard to the illustrated embodiment example are formed by projections which are formed on the lower side4and deepenings which are formed on the upper side5. In the state of two storage containers2stacked onto one another, the projections and deepenings at least partly engage into one another, such that they overlap one another transversely to the height direction16and likewise effect a coupling of two storage containers2which are stacked onto one another, in a manner such that they cannot be lifted from one another, in particular in the region of the rear side7. The projections expediently are stand feet which serve for placing the storage container2on a base. | 46,712 |
11858688 | DETAILED DESCRIPTION FIGS.1-8provide examples of multi-vessel drink containers100and/or of components thereof, according to the present disclosure. Elements that serve a similar, or at least substantially similar, purpose are labeled with like numbers in each ofFIGS.1-8, and these elements may not be discussed in detail herein with reference to each ofFIGS.1-8. Similarly, all elements may not be labeled in each ofFIGS.1-8, but reference numbers associated therewith may be utilized herein for consistency. Elements, components, and/or features that are discussed herein with reference to one or more ofFIGS.1-8may be included in and/or utilized with the subject matter of any ofFIGS.1-8without departing from the scope of the present disclosure. In general, elements that are likely to be included in a given (i.e., a particular) embodiment are illustrated in solid lines, while elements that are optional to a given embodiment are illustrated in dash-dot lines. However, elements that are shown in solid lines are not essential to all embodiments, and an element shown in solid lines may be omitted from a given embodiment without departing from the scope of the present disclosure. FIG.1is a schematic cross-sectional side elevation view representing examples of a multi-vessel drink container100, whileFIGS.2-3are schematic cross-sectional side elevation views representing components of multi-vessel drink container100ofFIG.1in distinct configurations from that ofFIG.1. As schematically illustrated inFIGS.1-3, a multi-vessel drink container100includes a primary vessel110(schematically illustrated inFIGS.1-2) and a secondary vessel150(schematically illustrated inFIGS.1and3). Multi-vessel drink containers100according to the present disclosure may include at least two vessels, such as primary vessel110and secondary vessel150. When multi-vessel drink container100includes only two vessels, it additionally or alternatively may be referred to as a dual-vessel drink container100. As schematically illustrated inFIGS.1-2, primary vessel110includes a primary vessel internal volume112that is configured to hold a volume of potable drink liquid and which includes a primary vessel dispensing region114with a primary vessel opening116from which the potable drink liquid may be dispensed from the primary vessel. For example, primary vessel dispensing region114may define and/or at least substantially surround primary vessel opening116. Similarly, and as schematically illustrated inFIGS.1and3, secondary vessel150includes a secondary vessel internal volume152that is configured to hold a volume of potable drink liquid and which includes a secondary vessel dispensing region154with a secondary vessel opening156from which the potable drink liquid may be dispensed from the secondary vessel. For example, secondary vessel dispensing region154may define and/or at least substantially surround secondary vessel opening156. With continued reference toFIGS.1-2, multi-vessel drink container100further includes a primary closure130configured to be selectively and operatively coupled to primary vessel dispensing region114to restrict the potable drink liquid from exiting primary vessel internal volume112. When primary closure130is operatively coupled to primary vessel dispensing region114, the primary closure may be described as covering, obstructing, and/or selectively preventing drink liquid from being dispensed from primary vessel110through primary vessel opening116. When primary closure130is operatively coupled to primary vessel dispensing region114, the primary closure may cover at least 70%, at least 80%, at least 90%, at least 95%, 100%, at most 100%, at most 95%, and/or at most 90% of primary vessel opening116. Primary closure130additionally or alternatively may be referred to as a primary closure assembly130, a primary lid130, a primary lid assembly130, a primary cap130, and/or a primary cap assembly130. Similarly, and as additionally schematically illustrated inFIGS.1and3, multi-vessel drink container100further includes a secondary closure170configured to be selectively and operatively coupled to secondary vessel dispensing region154to restrict the potable drink liquid from exiting secondary vessel internal volume152. When secondary closure170is operatively coupled to secondary vessel dispensing region154, the secondary closure may be described as covering, obstructing, and/or selectively preventing drink liquid from being dispensed from secondary vessel150through secondary vessel opening156. When secondary closure170is operatively coupled to secondary vessel dispensing region154, the secondary closure may cover at least 70%, at least 80%, at least 90%, at least 95%, 100%, at most 100%, at most 95%, and/or at most 90% of secondary vessel opening156. Secondary closure170additionally or alternatively may be referred to as a secondary lid170and/or a secondary cap170. As used herein, the term “restrict,” as used to describe a mechanism or action in opposition to a process or outcome, is intended to indicate that the mechanism or action operates to at least substantially, and optionally fully, diminish, block, and/or preclude the process or outcome from proceeding and/or being completed. As examples, the use of the term “restrict,” such as in describing a closure as restricting a liquid from exiting an internal volume of a vessel, is intended to indicate that the closure selectively prevents, impedes, blocks, obstructs, and/or otherwise at least substantially limits a flow of the liquid from the vessel. As used herein, the term “prevent,” as used to describe a mechanism or action in opposition to a process or outcome, is intended to indicate that the mechanism or action operates to fully block and/or preclude the process or outcome from proceeding and/or being completed during operative use of the structures and components according to the present disclosure. Stated differently, as used herein, the term “prevent” is not intended to indicate that the mechanism or action will fully block and/or preclude the process or outcome from proceeding and/or being completed in all possible situations or uses, but rather is intended to indicate that the process or outcome is prevented at least when the structures and components disclosed herein are utilized in a manner consistent with the present disclosure. Multi-vessel drink container100generally is configured such that secondary vessel150may be selectively and operatively coupled to primary vessel110. In this manner, and as described in more detail herein, multi-vessel drink container100is configured to be selectively transitioned between a configuration in which primary vessel110and secondary vessel150may be utilized independently and a configuration in which the components of multi-vessel drink container100are operatively coupled and/or joined such that the multi-vessel drink container may be transported as a single object. More specifically, secondary vessel150generally is configured to be selectively transitioned between a nested configuration (schematically illustrated inFIG.1), in which the secondary vessel is operatively coupled to primary vessel110, and a drink configuration (schematically illustrated inFIG.3), in which the secondary vessel is removed from the primary vessel and is separably operable to receive and dispense drink liquid. As schematically illustrated inFIG.1, primary closure130generally is configured to selectively support and/or contain secondary closure170such that secondary closure170may be selectively and operatively stowed and carried in the primary closure. More specifically, and as schematically illustrated inFIGS.1-2, primary closure130includes a primary closure base portion134and a compartment closure140. The primary closure base portion defines a storage compartment136, and the compartment closure140is configured to be selectively and operatively coupled to the primary closure base portion to close the storage compartment. In this manner, and as described herein, storage compartment136may be utilized to selectively contain and/or store secondary closure170. As schematically illustrated inFIGS.1-2, storage compartment136may be fluidly isolated from primary vessel internal volume112when primary closure130is operatively coupled to primary vessel110. Accordingly, when secondary closure170and/or any other object is stored in storage compartment136, the secondary closure and/or other object will not be contacted by the drink liquid in primary vessel internal volume112. As described in more detail herein, secondary closure170generally is configured to be selectively transitioned between a stowed configuration (schematically illustrated inFIG.1), in which the secondary closure is received within storage compartment136and in which compartment closure140is operatively coupled to closure base portion134to close the storage compartment, and a use configuration (schematically illustrated inFIG.3), in which the secondary closure is operatively coupled to secondary vessel dispensing region154to at least substantially close secondary vessel150. In this manner, and as schematically illustrated inFIG.3, secondary vessel150generally is in the drink configuration when secondary closure170is in the use configuration. Stated differently, secondary closure170generally may be in the use configuration only when secondary vessel150is in the drink configuration. Similarly, secondary closure170may be prevented from being transitioned to the use configuration while secondary vessel150is in the nested configuration due to primary vessel110extending through secondary vessel opening156when the secondary vessel is in the nested configuration. For clarity,FIGS.1-3schematically illustrate some components of multi-vessel drink container100as being adjacent and spaced apart from one another. However, it is to be understood that any components that are schematically illustrated inFIGS.1-3as being adjacent and spaced apart from one another may be in contact with one another during operative use of multi-vessel drink container100. As an example, whileFIG.1schematically illustrates secondary vessel150as being spaced apart from primary vessel110when the secondary vessel is in the nested configuration, it is within the scope of the present disclosure that the secondary vessel directly contacts and/or engages the primary vessel when the secondary vessel is in the nested configuration. As another example, while each ofFIGS.1-3schematically illustrate one or more closures (such as primary closure130, secondary closure170, and/or compartment closure140) as being spaced apart from a respective vessel and/or component to which the closure is operatively coupled, each closure generally is in direct contact and/or engagement with the respective vessel and/or component when operatively coupled to the vessel and/or component. Secondary closure170may have any appropriate form and/or structure for operatively engaging secondary vessel150when in the use configuration and for transitioning between the use configuration and the stowed configuration. For example, and as schematically illustrated inFIGS.1and3, secondary closure170may include a secondary closure base portion176that is configured to operatively engage secondary vessel dispensing region114(as shown inFIG.3) when the secondary closure is in the use configuration and a secondary closure cover portion178that is configured to at least substantially cover secondary vessel opening156(as shown inFIG.3) when the secondary closure is in the use configuration. In some examples, secondary closure170is configured to restrict, but not prevent, drink liquid from being dispensed from secondary vessel internal volume152when the secondary closure is in the use configuration. For example, secondary closure170may be configured to enable a user to drink and/or dispense the drink liquid from secondary vessel150when the secondary closure is in the use configuration. As a more specific example, and as schematically illustrated inFIG.3, secondary closure170may include a secondary closure drink outlet182that is sized, positioned, and/or otherwise configured to enable a user to dispense the potable drink liquid from secondary vessel internal volume152when the secondary closure is in the use configuration. In such examples, secondary closure cover portion178may at least partially define secondary closure drink outlet182. Additionally or alternatively, and as further schematically illustrated inFIG.3, secondary closure170may include a secondary closure drink spout180that extends away from secondary closure base portion176and that includes and/or defines secondary closure drink outlet182. In such examples, secondary closure cover portion178may at least partially define secondary closure drink spout180. Additionally or alternatively, and as further schematically illustrated inFIG.3, secondary closure cover portion178may define a secondary closure vent184that is configured to permit air to traverse secondary closure170into and out of secondary vessel internal volume152when the secondary closure is in the use configuration. In this manner, secondary closure vent184may enable the user to drink and/or dispense the drink liquid from secondary closure drink outlet182while secondary closure170is in the use configuration and without forming a partial vacuum in the portion of secondary vessel internal volume152that is unoccupied by the drink liquid. In some examples, secondary closure170is configured to be selectively deformed to transition the secondary closure from the use configuration to the stowed configuration. For example, and as schematically illustrated inFIGS.1-3, secondary closure170may have a secondary closure diameter174(shown inFIG.3), as measured along a direction across secondary vessel opening156when the secondary closure is in the use configuration, and storage compartment136may have a storage compartment diameter138(shown inFIGS.1-2) that is smaller than the secondary closure diameter. In such examples, secondary closure170may not fit within storage compartment136when the secondary closure assumes a conformation corresponding to the use configuration, such that the secondary closure must be folded, bent, twisted, collapsed, and/or otherwise selectively deformed as the secondary closure transitions from the use configuration to the stowed configuration in order to fit within the storage compartment. Accordingly,FIG.1schematically illustrates secondary closure170as being deformed so as to fit within storage compartment136. Secondary closure170may be formed of any appropriate material, such as may be configured to facilitate the selective (reversible and/or resilient) deformation thereof, examples of which include a deformable material, a resilient material, an elastomeric material, a plastic, a rubber, a synthetic material, and/or silicone. Each of primary vessel110and secondary vessel150may have any appropriate size, capacity, material construction, etc. For example, one or both of primary vessel110and secondary vessel150may be at least partially formed of a metal, aluminum, stainless steel, plastic, polycarbonate, and/or glass. Examples of suitable sizes, or capacities, of one or both of primary vessel internal volume112and secondary vessel internal volume152include at least 4 fluid ounces (oz.), at least 8 oz., at least 12 oz., at least 16 oz., at least 20 oz., at least 24 oz., at least 28 oz., at least 32 oz., at most 36 oz., at most 30 oz., at most 26 oz., at most 22 oz., at most 18 oz., at most 14 oz., at most 10 oz., at most 6 oz., 4-11 oz., 6-15 oz., 10-19 oz., 12-25 oz., 12-36 oz., 15-30 oz., 25-36 oz., 30-45 oz., 35-50 oz., and/or 10-70 oz. (with these examples referring to liquid (fluid) ounces of drink liquid that may be received at one time into an empty vessel). It is within the scope of the present disclosure that liquid vessels having different sizes, including sizes that are smaller than, larger than, or within the illustrative sizes and/or ranges presented above, may be used without departing from the scope of the present disclosure. In some examples, and as schematically illustrated inFIG.1, secondary vessel internal volume152has a smaller capacity than primary vessel internal volume112. In such examples, primary vessel110may be utilized to transport a volume of potable drink liquid and to dispense the potable drink liquid into secondary vessel150for consumption by a user, such that the secondary vessel may be filled more than once from the primary vessel. In some examples, one or both of primary vessel110and secondary vessel150is a double-walled vessel, such as may enhance a thermal insulating property of the vessel. For example, and as schematically illustrated inFIGS.1-2, primary vessel110may include a primary vessel inner body118that defines primary vessel internal volume112, a primary vessel outer body120, and a primary vessel void region124that extends between the primary vessel inner body and the primary vessel outer body. In some examples, primary vessel void region124is at least substantially evacuated of air. In such examples, primary vessel110also may be referred to as a vacuum-insulated primary vessel110. Similarly, and as schematically illustrated inFIGS.1and3, secondary vessel150may include a secondary vessel inner body158that defines secondary vessel internal volume152, a secondary vessel outer body160, and a secondary vessel void region164that extends between the secondary vessel inner body and the secondary vessel outer body. In some examples, secondary vessel void region164is at least substantially evacuated of air. In such examples, secondary vessel150also may be referred to as a vacuum-insulated secondary vessel150. In some embodiments, the primary vessel void region and/or the secondary vessel void region may contain an insulating material in the form of an insulating solid, liquid, gel, foam, and/or gas. Primary vessel110and secondary vessel150may have any appropriate configuration and/or relative orientation when the secondary vessel is in the nested configuration. For example, and as schematically illustrated inFIG.1, multi-vessel drink container100generally is configured such that at least a portion of primary vessel110extends within secondary vessel internal volume152when secondary vessel150is in the nested configuration. As a more specific example, and as schematically illustrated inFIG.1, at least a portion of primary vessel110may extend through secondary vessel opening156when secondary vessel150is in the nested configuration. In some examples, primary vessel110may be shaped and/or sized to facilitate receiving secondary vessel150when the secondary vessel is in the nested configuration. For example, and as schematically illustrated inFIG.1, primary vessel110may have a primary vessel external surface122and secondary vessel150may have a secondary vessel external surface162such that at least a portion of the primary vessel external surface is aligned with at least a portion of the secondary vessel external surface when the secondary vessel is in the nested configuration. Stated differently, when the secondary vessel is in the nested configuration, the primary vessel external surface and the secondary vessel external surface may be at least substantially continuous and/or smoothly shaped with one another such that multi-vessel drink container100has an appearance of including only a single vessel. In such examples, primary vessel outer body120may at least partially define primary vessel external surface122, and/or secondary vessel outer body160may at least partially define secondary vessel external surface162. In some examples, and as schematically illustrated inFIG.1, primary vessel110at least substantially fills secondary vessel internal volume152when secondary vessel150is in the nested configuration. Stated differently, when secondary vessel150is in the nested configuration, primary vessel110may extend within secondary vessel internal volume152such that a substantial entirety of the secondary vessel internal volume is occupied by the primary vessel. Additionally or alternatively, and as further schematically illustrated inFIG.1, multi-vessel drink container100may be configured such that primary vessel external surface122extends at least substantially adjacent to an internal surface of secondary vessel150(such as secondary vessel inner body158) when secondary vessel150is in the nested configuration. Stated differently, when secondary vessel150is in the nested configuration, primary vessel110and the secondary vessel may be positioned in a close-fit arrangement so as to minimize a void space between the primary vessel and the secondary vessel (e.g., a portion of secondary vessel internal volume152that is unoccupied by the primary vessel). When secondary vessel150is in the nested configuration, the secondary vessel may be operatively coupled to and/or retained upon primary vessel110in any appropriate manner. For example, and as schematically illustrated inFIGS.1-3, multi-vessel drink container100may include a secondary vessel retention mechanism166for selectively retaining secondary vessel150in the nested configuration. In such examples, secondary vessel retention mechanism166may restrict secondary vessel150from being removed from primary vessel110when the secondary vessel is in the nested configuration. Secondary vessel retention mechanism166may have any appropriate form and/or structure. For example, and as additionally schematically illustrated inFIGS.1-3, secondary vessel retention mechanism166may include a secondary vessel retention structure167, with one or both of primary vessel110and secondary vessel150including at least a portion and/or an instance of the secondary vessel retention structure. Secondary vessel retention mechanism166and/or secondary vessel retention structure167may be a component of and/or incorporated into any appropriate portions of primary vessel110and/or secondary vessel150. For example, and as schematically illustrated inFIGS.1-3, secondary vessel retention mechanism166and/or secondary vessel retention structure167may be a component of and/or incorporated into secondary vessel dispensing region154and/or a portion of the primary vessel that is proximate the secondary vessel dispensing region when the secondary vessel is in the nested configuration (as schematically illustrated inFIG.1). However, this is not required of all examples of multi-vessel drink container100, and it is additionally within the scope of the present disclosure that primary vessel110and/or secondary vessel150may include secondary vessel retention mechanism166and/or secondary vessel retention structure167in any appropriate regions, such as a region in which the primary vessel and the secondary vessel overlap when the secondary vessel is in the nested configuration. Secondary vessel retention structure167may include and/or be any appropriate structure and/or mechanism, examples of which include a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and/or a ferromagnetic material. For example, when secondary vessel retention structure167includes a threaded coupling structure, each of primary vessel110and secondary vessel150(and/or secondary vessel dispensing region154thereof) may include secondary vessel retention structure167in the form of a screw thread. As another example, when secondary vessel retention structure167includes a frictional coupling structure, one or both of primary vessel110and secondary vessel150(and/or secondary vessel dispensing region154thereof) may include secondary vessel retention structure167in the form of a surface, coating, gasket, or band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. As another example, when secondary vessel retention structure167includes a magnetic coupling structure, one of primary vessel110and secondary vessel150(and/or secondary vessel dispensing region154thereof) may include secondary vessel retention structure167in the form of a permanent magnet, and the other of primary vessel110and secondary vessel150(and/or secondary vessel dispensing region154thereof) may include secondary vessel retention structure167in the form of a permanent magnet and/or a ferromagnetic material. Primary closure130is configured to be removably coupled to primary vessel110, such as to primary vessel dispensing region114thereof, to permit selective and non-destructive removal and replacement (i.e., repeated uncoupling and recoupling) of the primary closure relative to the primary vessel. For example, primary closure130may be uncoupled from primary vessel110to permit the primary vessel to receive a volume of potable drink liquid, after which the primary closure may be recoupled to the primary vessel. Primary closure130may have any appropriate structure and may be configured to be selectively and operatively coupled to primary vessel110and/or to primary vessel dispensing region114in any appropriate manner. For example, and as schematically illustrated inFIGS.1-2, primary vessel dispensing region114may include and/or define a neck115that has a reduced diameter relative to a portion of primary vessel110adjacent to the primary vessel dispensing region. In such examples, primary closure130may engage neck115when the primary closure is operatively coupled to primary vessel110. As a more specific example, primary closure base portion134may engage primary vessel dispensing region114and/or neck115when primary closure130is operatively coupled to primary vessel110. Primary closure130and/or primary vessel110may include any appropriate structure and/or mechanism for selectively and operatively coupling the primary closure to the primary vessel. For example, and as schematically illustrated inFIGS.1-2, multi-vessel drink container100may include a primary closure coupling mechanism132for selectively coupling primary closure130to primary vessel dispensing region114. In such examples, primary closure coupling mechanism132may restrict primary closure130from being removed from primary vessel dispensing region114when the primary closure is operatively coupled to the primary vessel dispensing region. For example, and as additionally schematically illustrated inFIGS.1-2, primary closure coupling mechanism132may include a primary closure coupling structure133, with one or both of primary closure130and primary vessel dispensing region114including at least a portion and/or an instance of the primary closure coupling structure. Primary closure coupling mechanism132and/or primary closure coupling structure133generally are configured to provide a liquid-tight connection between primary closure130and primary vessel110. In some examples, and as schematically illustrated inFIGS.1-2, primary closure130may be configured such that at least a portion of primary closure base portion134and/or storage compartment136extends at least partially through primary vessel opening116when the primary closure is operatively coupled to primary vessel dispensing region114. In such examples, and as additionally schematically illustrated inFIGS.1-2, primary vessel dispensing region114and/or primary closure130may include primary closure coupling structure133on any appropriate portion thereof, such as an interiorly-facing surface (e.g., a surface facing toward a central region thereof, such as primary vessel inner body118) and/or on an exteriorly-facing surface (e.g., a surface facing away from a central region thereof, such as primary vessel outer body120). Primary closure coupling structure133may include and/or be any appropriate structure and/or mechanism, examples of which include a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and/or a ferromagnetic material. For example, when primary closure coupling structure133includes a threaded coupling structure, each of primary closure130(and/or primary closure base portion134thereof) and primary vessel dispensing region114may include primary closure coupling structure133in the form of a screw thread. As another example, when primary closure coupling structure133includes a frictional coupling structure, one or both of primary closure130(and/or primary closure base portion134thereof) and primary vessel dispensing region114may include primary closure coupling structure133in the form of a surface coating, gasket, or band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. As another example, when primary closure coupling structure133includes a magnetic coupling structure, one of primary closure130(and/or primary closure base portion134thereof) and primary vessel dispensing region114may include primary closure coupling structure133in the form of a permanent magnet, and the other of primary closure130(and/or primary closure base portion134thereof) and primary vessel dispensing region114may include primary closure coupling structure133in the form of a permanent magnet and/or a ferromagnetic material. Similarly, primary closure base portion134and/or compartment closure140may include any appropriate structure and/or mechanism for selectively and operatively coupling the compartment closure to the primary closure base portion. For example, and as schematically illustrated inFIGS.1-2, multi-vessel drink container100may include a compartment closure coupling mechanism144for selectively coupling compartment closure140to primary closure base portion134. In such examples, compartment closure coupling mechanism144may restrict compartment closure140from being removed from primary closure base portion134when the compartment closure is operatively coupled to the primary closure base portion. For example, and as additionally schematically illustrated inFIGS.1-2, compartment closure coupling mechanism144may include a compartment closure coupling structure145, with one or both of primary closure base portion134and compartment closure140including at least a portion and/or an instance of the compartment closure coupling structure. Compartment closure coupling structure145may include and/or be any appropriate structure and/or mechanism, examples of which include a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and/or a ferromagnetic material. For example, when compartment closure coupling structure145includes a threaded coupling structure, each of primary closure base portion134and compartment closure140may include compartment closure coupling structure145in the form of a screw thread. As another example, when compartment closure coupling structure145includes a frictional coupling structure, one or both of primary closure base portion134and compartment closure140may include compartment closure coupling structure145in the form of a surface coating, gasket, or band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. As another example, when compartment closure coupling structure145includes a magnetic coupling structure, one of primary closure base portion134and compartment closure140may include compartment closure coupling structure145in the form of a permanent magnet, and the other of primary closure base portion134and compartment closure140may include compartment closure coupling structure145in the form of a permanent magnet and/or a ferromagnetic material. In some examples, and as further schematically illustrated inFIGS.1-2, primary closure130and/or compartment closure140may include a handle142that extends away from primary closure base portion134when the compartment closure is operatively coupled to the primary closure base portion. In such examples, handle142may have any appropriate structure and/or dimensions, such as to facilitate carrying primary closure130, primary vessel110, and/or multi-vessel drink container100. For example, and as schematically illustrated inFIGS.1-2, handle142may define a closed loop, such as may be sized to receive one or more of a user's fingers. As schematically illustrated inFIG.3, secondary closure170is configured to be removably coupled to secondary vessel150, such as to secondary vessel dispensing region154thereof, to permit selective and non-destructive removal and replacement (i.e., repeated uncoupling and recoupling) of the secondary closure relative to the secondary vessel. For example, secondary closure170may be uncoupled from secondary vessel150to permit the secondary vessel to receive a volume of potable drink liquid (such as from primary vessel110), after which the secondary closure may be recoupled to the secondary vessel. Secondary closure170and/or secondary vessel150may include any appropriate structure and/or mechanism for selectively and operatively coupling the secondary closure to the secondary vessel. For example, and as schematically illustrated inFIGS.1and3, multi-vessel drink container100may include a secondary closure coupling mechanism172for selectively and operatively coupling secondary closure170to secondary vessel dispensing region154when the secondary closure is in the use configuration. In such examples, secondary closure coupling mechanism172may restrict secondary closure170from being removed from secondary vessel dispensing region154when the secondary closure is in the use configuration. For example, and as schematically illustrated inFIGS.1and3, secondary closure coupling mechanism172may include a secondary closure coupling structure173, with one or both of secondary closure170and secondary vessel dispensing region154including at least a portion and/or an instance of the secondary closure coupling structure. Secondary closure coupling mechanism172and/or secondary closure coupling structure173generally are configured to provide a liquid-tight connection between secondary closure170and secondary vessel150, e.g., such that liquid is restricted from exiting secondary vessel internal volume152other than via secondary closure drink outlet182. Secondary closure coupling structure173may include and/or be any appropriate structure and/or mechanism, examples of which include a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and/or a ferromagnetic material. For example, when secondary closure coupling structure173includes a threaded coupling structure, each of secondary closure170(and/or secondary closure base portion176thereof) and secondary vessel dispensing region154may include secondary closure coupling structure173in the form of a screw thread. As another example, when secondary closure coupling structure173includes a frictional coupling structure, one or both of secondary closure170(and/or secondary closure base portion176thereof) and secondary vessel dispensing region154may include secondary closure coupling structure173in the form of a surface coating, gasket, or band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. As another example, when secondary closure coupling structure173includes a magnetic coupling structure, one of secondary closure170(and/or secondary closure base portion176thereof) and secondary vessel dispensing region154may include secondary closure coupling structure173in the form of a permanent magnet, and the other of secondary closure170(and/or secondary closure base portion176thereof) and secondary vessel dispensing region154may include secondary closure coupling structure173in the form of a permanent magnet and/or a ferromagnetic material. Turning now toFIGS.4-8,FIGS.4-8illustrate components and aspects of a multi-vessel drink container1000, which is an example of multi-vessel drink container100. That is,FIGS.4-8illustrate examples of multi-vessel drink containers100, and/or of components thereof with specific structures, features, and/or options described above in the context ofFIGS.1-3. However, these examples are not limiting, and it is additionally within the scope of the present disclosure that the examples ofFIGS.4-8additionally or alternatively may include any appropriate combination of components, features, properties, materials of construction, and/or options described herein, such as with respect toFIGS.1-3. FIGS.4-5illustrate multi-vessel drink container1000with secondary vessel150in the nested configuration and with secondary closure170(shown inFIG.5) in the stowed configuration. As shown in the cross-sectional view ofFIG.5, primary vessel110of multi-vessel drink container1000is a vacuum-insulated vessel that includes primary vessel inner body118and primary vessel outer body120separated by primary vessel void region124that is substantially evacuated of air. Similarly, and as further shown inFIG.5, secondary vessel150of multi-vessel drink container1000is a vacuum-insulated vessel that includes secondary vessel inner body158and secondary vessel outer body160separated by secondary vessel void region164that is substantially evacuated of air. As additionally shown inFIG.5, secondary vessel150is operatively coupled to primary vessel110to retain the secondary vessel in the nested configuration by secondary vessel retention mechanism166that includes secondary vessel retention structure167in the form of screw threads defined on each of primary vessel outer body120and secondary vessel dispensing region154of secondary vessel inner body158. As further shown inFIG.5, primary closure130is operatively coupled to primary vessel110by primary closure coupling mechanism132that includes primary vessel coupling structure133in the form of screw threads defined on each of primary vessel dispensing region114of primary vessel outer body120and primary closure base portion134. As still further shown inFIG.5, compartment closure140is operatively coupled to primary closure base portion134by compartment closure coupling mechanism144that includes compartment closure coupling structure145in the form of screw threads defined on each of primary closure base portion134and compartment closure140. FIGS.6-7are exploded views of components of multi-vessel drink container100. Specifically,FIG.6illustrates primary vessel110as well as primary closure base portion134and compartment closure140of primary closure130, whileFIG.7illustrates secondary vessel150in the drink configuration as well as secondary closure170removed from the secondary vessel.FIG.8illustrates secondary closure170operatively coupled to secondary vessel150, i.e., such that the secondary vessel is in the drink configuration and such that the secondary closure is in the use configuration. As shown inFIGS.7-8, secondary closure170of multi-vessel drink container1000includes secondary closure base portion176and secondary closure cover portion178, with the secondary closure cover portion including secondary closure drink spout180that defines secondary closure drink outlet182and further including secondary closure vent184. Examples of multi-vessel drink containers according to the present disclosure are presented in the following enumerated paragraphs. A1. A multi-vessel drink container, comprising: a primary vessel having a primary vessel dispensing region with a primary vessel opening and having a primary vessel internal volume configured to hold a volume of potable drink liquid; a secondary vessel having a secondary vessel dispensing region with a secondary vessel opening and having a secondary vessel internal volume configured to hold a volume of potable drink liquid; a primary closure configured to be selectively and operatively coupled to the primary vessel dispensing region to restrict the potable drink liquid from exiting the primary vessel internal volume; and a secondary closure configured to be selectively and operatively coupled to the secondary vessel dispensing region to restrict the potable drink liquid from exiting the secondary vessel internal volume; wherein the primary closure includes: a primary closure base portion that defines a storage compartment; and a compartment closure configured to be selectively and operatively coupled to the primary closure base portion to close the storage compartment; wherein the secondary vessel is configured to be selectively transitioned between a nested configuration, in which the secondary vessel is operatively coupled to the primary vessel such that at least a portion of the primary vessel extends within the secondary vessel internal volume, and a drink configuration, in which the secondary vessel is removed from the primary vessel; and wherein the secondary closure is configured to be selectively transitioned between a stowed configuration, in which the secondary closure is received within the storage compartment and in which the compartment closure is operatively coupled to the primary closure base portion to close the storage compartment, and a use configuration, in which the secondary closure is operatively coupled to the secondary vessel dispensing region. A2. The multi-vessel drink container of paragraph A1, wherein the secondary vessel is in the drink configuration when the secondary closure is in the use configuration. A3. The multi-vessel drink container of any of paragraphs A1-A2, wherein the secondary closure is prevented from being transitioned to the use configuration while the secondary vessel is in the nested configuration. A4. The multi-vessel drink container of any of paragraphs A1-A3, wherein the primary vessel dispensing region includes a neck that has a reduced diameter relative to a portion of the primary vessel adjacent to the primary vessel dispensing region. A5. The multi-vessel drink container of paragraph A4, wherein the primary closure engages the neck when the primary closure is operatively coupled to the primary vessel dispensing region. A6. The multi-vessel drink container of any of paragraphs A1-A5, wherein the primary vessel dispensing region defines and at least substantially surrounds the primary vessel opening. A7. The multi-vessel drink container of any of paragraphs A1-A6, wherein the secondary vessel dispensing region defines and at least substantially surrounds the secondary vessel opening. A8. The multi-vessel drink container of any of paragraphs A1-A7, wherein the primary closure base portion engages the primary vessel dispensing region when the primary closure is operatively coupled to the primary vessel. A9. The multi-vessel drink container of any of paragraphs A1-A8, wherein the storage compartment is fluidly isolated from the primary vessel internal volume when the primary closure is operatively coupled to the primary vessel. A10. The multi-vessel drink container of any of paragraphs A1-A9, wherein the primary vessel at least substantially fills the secondary vessel internal volume when the secondary vessel is in the nested configuration. A11. The multi-vessel drink container of any of paragraphs A1-A10, wherein the primary vessel has a primary vessel external surface, wherein the secondary vessel has a secondary vessel external surface, and wherein at least a portion of the primary vessel external surface is aligned with at least a portion of the secondary vessel external surface when the secondary vessel is in the nested configuration. A12. The multi-vessel drink container of any of paragraphs A1-A11, further comprising a secondary vessel retention mechanism for selectively retaining the secondary vessel in the nested configuration, wherein the secondary vessel retention mechanism restricts the secondary vessel from being removed from the primary vessel when the secondary vessel is in the nested configuration. A13. The multi-vessel drink container of paragraph A12, wherein the secondary vessel retention mechanism includes a secondary vessel retention structure, and wherein one or both of the primary vessel and the secondary vessel includes the secondary vessel retention structure. A14. The multi-vessel drink container of paragraph A13, wherein one or both of: (i) the primary vessel dispensing region includes the secondary vessel retention structure; and (ii) the secondary vessel dispensing region includes the secondary vessel retention structure. A15. The multi-vessel drink container of any of paragraphs A13-A14, wherein the secondary vessel retention structure includes one or more of a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and a ferromagnetic material. A16. The multi-vessel drink container of any of paragraphs A13-A15, wherein the secondary vessel retention structure includes one or more of a surface, a coating, a gasket, and a band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. A17. The multi-vessel drink container of any of paragraphs A1-A16, wherein the primary vessel includes a primary vessel inner body that defines the primary vessel internal volume, a primary vessel outer body, and a primary vessel void region that extends between the primary vessel inner body and the primary vessel outer body. A18. The multi-vessel drink container of paragraph A17, wherein the primary vessel void region is at least substantially evacuated of air. A19. The multi-vessel drink container of any of paragraphs A17-A18 wherein the primary vessel void region contains one or more of an insulating material, an insulating solid, an insulating liquid, an insulating gel, an insulating foam, and an insulating gas. A20. The multi-vessel drink container of any of paragraphs A17-A19, wherein the primary vessel outer body at least partially defines a/the primary vessel external surface. A21. The multi-vessel drink container of any of paragraphs A1-A20, wherein the secondary vessel includes a secondary vessel inner body that defines the secondary vessel internal volume, a secondary vessel outer body, and a secondary vessel void region that extends between the secondary vessel inner body and the secondary vessel outer body. A22. The multi-vessel drink container of paragraph A21, wherein the secondary vessel void region is at least substantially evacuated of air. A23. The multi-vessel drink container of any of paragraphs A21-A22, wherein the secondary vessel void region contains one or more of an insulating material, an insulating solid, an insulating liquid, an insulating gel, an insulating foam, and an insulating gas. A24. The multi-vessel drink container of any of paragraphs A21-A23, wherein the secondary vessel outer body at least partially defines a/the secondary vessel external surface. A25. The multi-vessel drink container of any of paragraphs A1-A24, wherein, when the primary closure is operatively coupled to the primary vessel dispensing region, the primary closure covers one or more of at least 70%, at least 80%, at least 90%, at least 95%, 100%, at most 100%, at most 95%, and at most 90% of the primary vessel opening. A26. The multi-vessel drink container of any of paragraphs A1-A25, further comprising a primary closure coupling mechanism for selectively coupling the primary closure to the primary vessel dispensing region. A27. The multi-vessel drink container of paragraph A26, wherein the primary closure coupling mechanism includes a primary closure coupling structure, and wherein one or both of the primary closure and the primary vessel dispensing region includes the primary closure coupling structure. A28. The multi-vessel drink container of paragraph A27, wherein the primary closure coupling structure includes one or more of a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and a ferromagnetic material. A29. The multi-vessel drink container of any of paragraphs A27-A28, wherein the primary closure coupling structure includes one or more of a surface, a coating, a gasket, and a band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. A30. The multi-vessel drink container of any of paragraphs A1-A29, further comprising a compartment closure coupling mechanism for selectively coupling the compartment closure to the primary closure base portion. A31. The multi-vessel drink container of paragraph A30, wherein the compartment closure coupling mechanism includes a compartment closure coupling structure, and wherein one or both of the compartment closure and the primary closure base portion includes the compartment closure coupling structure. A32. The multi-vessel drink container of paragraph A31, wherein the compartment closure coupling structure includes one or more of a threaded coupling structure, a bayonet lock structure, a frictional coupling structure, a press-fit coupling structure, a gasket, a magnetic coupling structure, a permanent magnet, and a ferromagnetic material. A33. The multi-vessel drink container of any of paragraphs A31-A32, wherein the compartment closure coupling structure includes one or more of a surface, a coating, a gasket, and a band that is textured, dimensioned, constructed, and/or otherwise configured for frictional engagement. A34. The multi-vessel drink container of any of paragraphs A1-A33, wherein the compartment closure includes a handle that extends away from the primary closure base portion when the compartment closure is operatively coupled to the primary closure base portion. A35. The multi-vessel drink container of paragraph A34, wherein the handle defines a closed loop that is sized to receive one or more of a user's fingers. A36. The multi-vessel drink container of any of paragraphs A1-A35, wherein at least a portion of the storage compartment extends at least partially through the primary vessel opening when the primary closure is operatively coupled to the primary vessel dispensing region. A37. The multi-vessel drink container of any of paragraphs A1-A36, wherein the secondary closure is configured to be selectively deformed to transition the secondary closure from the use configuration to the stowed configuration. A38. The multi-vessel drink container of paragraph A37, wherein the secondary closure is configured to be one or more of selectively folded, bent, twisted, and collapsed as the secondary closure transitions from the use configuration to the stowed configuration. A39. The multi-vessel drink container of any of paragraphs A1-A38, wherein, when the secondary closure is operatively coupled to the secondary vessel dispensing region, the secondary closure covers one or more of at least 70%, at least 80%, at least 90%, at least 95%, 100%, at most 100%, at most 95%, and at most 90% of the secondary vessel opening. A40. The multi-vessel drink container of any of paragraphs A1-A39, wherein the secondary closure includes a secondary closure base portion configured to operatively engage the secondary vessel dispensing region when the secondary closure is in the use configuration and a secondary closure cover portion configured to at least substantially cover the secondary vessel opening when the secondary closure is in the use configuration. A41. The multi-vessel drink container of paragraph A40, wherein the secondary closure cover portion defines a secondary closure vent configured to permit air to traverse the secondary closure into and out of the secondary vessel internal volume when the secondary closure is in the use configuration. A42. The multi-vessel drink container of any of paragraphs A1-A41, wherein the secondary closure includes a secondary closure drink outlet configured to enable a user to dispense the potable drink liquid from the secondary vessel internal volume when the secondary closure is in the use configuration. A43. The multi-vessel drink container of paragraph A42, wherein a/the secondary closure cover portion at least partially defines the secondary closure drink outlet. A44. The multi-vessel drink container of paragraph A43, wherein the secondary closure includes a secondary closure drink spout that extends away from a/the secondary closure base portion, and wherein the secondary closure drink spout includes the secondary closure drink outlet. A45. The multi-vessel drink container of paragraph A44, wherein the secondary closure cover portion at least partially defines the secondary closure drink spout. A46. The multi-vessel drink container of any of paragraphs A1-A45, further comprising a secondary closure coupling mechanism for selectively coupling the secondary closure to the secondary vessel dispensing region when the secondary closure is in the use configuration. A47. The multi-vessel drink container of paragraph A46, when dependent from paragraph A40, wherein the secondary closure base portion includes at least a portion of a/the secondary closure coupling mechanism. A48. The multi-vessel drink container of any of paragraphs A1-A47, wherein the secondary closure is formed of one or more of a deformable material, a resilient material, an elastomeric material, a plastic, a rubber, a synthetic material, and silicone. A49. The multi-vessel drink container of any of paragraphs A1-A48, wherein the secondary closure has a secondary closure diameter, as measured along a direction across the secondary vessel opening when the secondary closure is in the use configuration, and wherein the storage compartment has a storage compartment diameter that is smaller than the secondary closure diameter. A50. The multi-vessel drink container of any of paragraphs A1-A49, wherein the primary vessel is at least partially formed of one or more of a metal, aluminum, stainless steel, plastic, polycarbonate, and glass. A51. The multi-vessel drink container of any of paragraphs A1-A50, wherein the primary vessel internal volume has a capacity that is one or more of at least 4 fluid ounces (oz.), at least 8 oz., at least 12 oz., at least 16 oz., at least 20 oz., at least 24 oz., at least 28 oz., at least 32 oz., at most 36 oz., at most 30 oz., at most 26 oz., at most 22 oz., at most 18 oz., at most 14 oz., at most 10 oz., at most 6 oz., 4-11 oz., 6-15 oz., 10-19 oz., 12-25 oz., 12-36 oz., 15-30 oz., 25-36 oz., 30-45 oz., 35-50 oz., and 10-70 oz. A52. The multi-vessel drink container of any of paragraphs A1-A51, wherein the secondary vessel is at least partially formed of one or more of a metal, aluminum, stainless steel, plastic, polycarbonate, and glass. A53. The multi-vessel drink container of any of paragraphs A1-A52, wherein the secondary vessel internal volume has a capacity that is one or more of at least 4 oz., at least 8 oz., at least 12 oz., at least 16 oz., at least 20 oz., at least 24 oz., at least 28 oz., at least 32 oz., at most 36 oz., at most 30 oz., at most 26 oz., at most 22 oz., at most 18 oz., at most 14 oz., at most 10 oz., at most 6 oz., 4-11 oz., 6-15 oz., 10-19 oz., 12-25 oz., 12-36 oz., 15-30 oz., 25-36 oz., 30-45 oz., 35-50 oz., and 10-70 oz. A54. The multi-vessel drink container of any of paragraphs A1-A53, wherein the secondary vessel internal volume has a smaller capacity than the primary vessel internal volume. As used herein, the term “and/or” placed between a first entity and a second entity means one of (1) the first entity, (2) the second entity, and (3) the first entity and the second entity. Multiple entities listed with “and/or” should be construed in the same manner, i.e., “one or more” of the entities so conjoined. Other entities may optionally be present other than the entities specifically identified by the “and/or” clause, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, a reference to “A and/or B,” when used in conjunction with open-ended language such as “comprising” may refer, in one embodiment, to A only (optionally including entities other than B); in another embodiment, to B only (optionally including entities other than A); in yet another embodiment, to both A and B (optionally including other entities). These entities may refer to elements, actions, structures, steps, operations, values, and the like. As used herein, the phrase “at least one,” in reference to a list of one or more entities should be understood to mean at least one entity selected from any one or more of the entity in the list of entities, but not necessarily including at least one of each and every entity specifically listed within the list of entities and not excluding any combinations of entities in the list of entities. This definition also allows that entities may optionally be present other than the entities specifically identified within the list of entities to which the phrase “at least one” refers, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, “at least one of A and B” (or, equivalently, “at least one of A or B,” or, equivalently “at least one of A and/or B”) may refer, in one embodiment, to at least one, optionally including more than one, A, with no B present (and optionally including entities other than B); in another embodiment, to at least one, optionally including more than one, B, with no A present (and optionally including entities other than A); in yet another embodiment, to at least one, optionally including more than one, A, and at least one, optionally including more than one, B (and optionally including other entities). In other words, the phrases “at least one,” “one or more,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C” and “A, B, and/or C” may mean A alone, B alone, C alone, A and B together, A and C together, B and C together, A, B and C together, and optionally any of the above in combination with at least one other entity. As used herein, “selective” and “selectively,” when modifying an action, movement, configuration, or other activity of one or more components or characteristics of a multi-vessel drink container according to the present disclosure, means that the specified action, movement, configuration, or other activity is a direct or indirect result of user manipulation of an aspect of, or one or more components of, the multi-vessel drink container. As used herein, “operative” and “operatively,” when modifying an action, movement, configuration, interconnection, coupling, or other relationship of one or more components of a multi-vessel drink container according to the present disclosure, means that the specified action, movement, configuration, interconnection, coupling or other relationship is performed and/or achieved as a result of standard (i.e., intended) operation and/or functional utilization of the one or more components of the multi-vessel drink container, such as in a manner described herein. As used herein, the phrase, “for example,” the phrase, “as an example,” and/or simply the term “example,” when used with reference to one or more components, features, details, structures, embodiments, and/or methods according to the present disclosure, are intended to convey that the described component, feature, detail, structure, embodiment, and/or method is an illustrative, non-exclusive example of components, features, details, structures, embodiments, and/or methods according to the present disclosure. Thus, the described component, feature, detail, structure, embodiment, and/or method is not intended to be limiting, required, or exclusive/exhaustive; and other components, features, details, structures, embodiments, and/or methods, including structurally and/or functionally similar and/or equivalent components, features, details, structures, embodiments, and/or methods, are also within the scope of the present disclosure. As used herein the terms “adapted” and “configured” mean that the element, component, or other subject matter is designed and/or intended to perform a given function. Thus, the use of the terms “adapted” and “configured” should not be construed to mean that a given element, component, or other subject matter is simply “capable of” performing a given function but that the element, component, and/or other subject matter is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the function. It is also within the scope of the present disclosure that elements, components, and/or other recited subject matter that is recited as being adapted to perform a particular function may additionally or alternatively be described as being configured to perform that function, and vice versa. As used herein, the phrase “at least substantially,” when used with reference to a property of one or more components, features, details, structures, embodiments, and/or methods according to the present disclosure, is intended to encompass components, features, details, structures, embodiments, and/or methods that predominantly and/or fully exhibit the property. Stated differently, as used herein, the phrase “at least substantially” is intended to be equivalent to the phrase “at least substantially, and optionally fully.” Stated another way, as used herein, “at least substantially,” when modifying a degree or relationship, includes not only the recited “substantial” degree or relationship, but also the full extent of the recited degree or relationship. A substantial amount of a recited degree or relationship may include at least 75% of the recited degree or relationship. For example, an object that is at least substantially formed from a material includes an object for which at least 75% of the object is formed from the material and also includes an object that is completely formed from the material. As another example, a first component that at least substantially covers a second component includes a first component that covers at least 75% of the second component and also includes a first component that completely covers the second component. As used herein, the phrase “at least partially,” when used with reference to a property of one or more components, features, details, structures, embodiments, and/or methods according to the present disclosure, is intended to encompass components, features, details, structures, embodiments, and/or methods that partially, substantially, and/or fully exhibit the property. Stated differently, as used herein, the phrase “at least partially” is intended to be equivalent to the phrase “at least partially, and optionally fully.” INDUSTRIAL APPLICABILITY The multi-vessel drink containers disclosed herein are applicable to the beverage container industry. It is believed that the disclosure set forth above encompasses multiple distinct inventions with independent utility. While each of these inventions has been disclosed in its preferred form, the specific embodiments thereof as disclosed and illustrated herein are not to be considered in a limiting sense as numerous variations are possible. The subject matter of the inventions includes all novel and non-obvious combinations and subcombinations of the various elements, features, functions and/or properties disclosed herein. Similarly, where the claims recite “a” or “a first” element or the equivalent thereof, such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. It is believed that the following claims particularly point out certain combinations and subcombinations that are directed to one of the disclosed inventions and are novel and non-obvious. Inventions embodied in other combinations and subcombinations of features, functions, elements and/or properties may be claimed through amendment of the present claims or presentation of new claims in this or a related application. Such amended or new claims, whether they are directed to a different invention or directed to the same invention, whether different, broader, narrower, or equal in scope to the original claims, also are regarded as included within the subject matter of the inventions of the present disclosure. | 64,868 |
11858689 | DETAILED DESCRIPTION OF THE INVENTION Aspects and embodiments will now be discussed with reference to the accompanying figures. Further aspects and embodiments will be apparent to those skilled in the art. Referring toFIG.1there is shown a packaging10for a container (not shown) according to a first exemplary embodiment. The packaging10comprises a first shell piece20and a second shell piece30. The shell pieces are moulded to correspond to a shape of the container. Suitably, the shell pieces are moulded to have a substantially consistent thickness. The first shell piece is connected to the second shell piece at a hinge40(seeFIG.6). The first and second shell pieces wrap around the container and are secured together by a fastening50. Because the shell pieces are moulded to conform to the shape of the packaging, the packaging adopts substantially the shape of the container. Thus any distinctiveness in the shape of the container is also adopted by the packaging. The packaging10is shown as a moulded one-piece packaging. Here the first and second shell pieces are moulded from a single moulding along with any additional shell pieces as herein described. The moulding may comprise further and additional features as herein described or otherwise required by the specific requirements of the packaging. For instance, the moulding includes a clasp and catch as herein described. The hinge40is also integrally moulded. The moulding may be formed from any appropriate material. However, according to the referred embodiments, the moulding is formed from a paper based material as is known in the art. The moulding is shown in the figures as having a surface texture moulded into the surfaces of the first and second shell pieces20,30, for instance by etching the surfaces of the mould. Moulding a surface texture is optional and other surface patterns or textures or plain surface label areas, by way of example, are also envisaged as is required or preferred for the specific packaging. The packaging may undergo one or more post moulding processing steps to finalise the packaging. For instance, the moulding may be cut or trimmed or scored or embossed as is required. Further the packaging10may be printed or graphics or artwork applied as is known in the art. As will be appreciated, the container may be adapted to fit various and numerous containers. For instance, the packaging10is shown as being suitable to fit a bottle. It is envisaged the bottle will contain a liquid such as a beverage or the like and in particular, a wine bottle. Indeed, the packaging is shown as being conformed to a specific shape of bottle used by a single supplier. Thus, the distinctive shape of the bottle is retained by the packaging10and remains recognisable. However, it will be appreciated that the packaging can be adapted in shape so that the shell pieces conform to a different design of bottle or a different size of bottle, or a container other than a bottle by simply altering the shape and design of the shell pieces. Thus the specific shape of the shell pieces is not necessarily limiting unless otherwise required herein. However, the exemplary embodiments are further described in relation to the container comprising a bottle. Here, the bottle has a main cylindrical section towards a base of the bottle. The main cylindrical section is closed by a base. The base may include an indentation. The bottle further includes a neck that is closed by a stopper such as a lid or cap or more typically for a wine bottle, a cork or the like. The neck is connected to the main cylindrical body by a shoulder. The bottle has an axis that runs from the base of the bottle to an opening in the next that is closed by the cork. The bottle is generally circular in cross section about the axis. Thus, when the packaging10is wrapped around a container being a bottle, each of the first and second shell pieces20,30includes a main cylindrical portion2a,2b, a neck portion,4a,4b, and a shoulder portion6a,6b. As shown, the packaging is formed from a first shell piece and a second shell piece. Here each shell piece covers substantially half of the bottle in the circumferential direction. Consequently, when the shell pieces are wrapped around the bottle, the ends of first and second shell pieces generally meet. Here, the packaging substantially covers the bottle protecting the liquid for exposure to sunlight and other Ultra Violet rays. The first shell piece20is shown including a flap22. The flap extends from a main part24of the first shell piece20. The flap22and main part24are connected by a hinge26. The hinge extends generally parallel to the axis of the bottle. Suitably, the hinge26extends parallel to a distal end edge28of the first shell piece. As explained, the hinge26can be moulded in to the packaging10. The flap is shown carrying a clasp52that forms part of the fastening50. Here, the second shell piece30includes a corresponding catch54(seeFIG.2). The clasp52is shown as a protrusion moulded into the first shell piece20. The protrusion is shaped to cover the catch54. Although the clasp52is shown as being circular other shapes are envisaged. Referring toFIG.2, the packaging10is shown in an open configuration. The hinge40is visible connecting the first and second shell pieces20,30. Flap22is shown extending from the first shell piece20and carrying the protrusion forming the clasp52. The underside of the flap, that is the side of the flap that faces inwards towards the bottle, is shown inFIG.2, thus the clasp is shown as a depression for receiving the catch54. As mentioned, the second shell piece30carries a catch54that forms the fastening50by engaging the clasp54. The catch54is shown as a depression inFIG.2, but it will be understood that when viewed from an external face visible to the outside of the packaging, the catch54is a protrusion. In use, the fastening50can be engaged by pressing the clasp52over the catch54. Here, the catch includes a nose wherein a corresponding portion of the clasp52is pushed over the nose to engage the fastening50. The two portions push past each other so that once engaged, the two parts are held together unless a reverse force urging the parts back past each other is applied. For instance the fastening closes by moving the portions generally radially. That is, by folding the flap about the hinge to push the clasp52onto the catch54. The nose of the catch54and the corresponding portion of the clasp52may be undercut such that when the parts pass over each other, some movement in the first and second shell pieces is tolerated whilst maintaining an engagement of the clasp and catch such that unfastening of them is resisted by the nose abutting the portion of the clasp. When fastened, abutment between the clasp52and catch54resists relative movement of the first shell piece20and the second shell piece30in a first direction that expand the packaging. For instance, the packaging would expand by the first and second shell pieces moving apart in the first direction. At the interface between the two shell pieces, the movement would be seen as movement in a first tangential direction of a point on the first shell piece moving away from a point on the second shell piece. The fastening50therefore resists opening of the packaging10. When the clasp52is pushed over the catch54, there is resilient movement of the catch54and portion of the clasp52in the second direction opposed to the first direction. The second direction is a direction that would contract the packaging or, in other words, shrink the packaging into the bottle. Thus, if the first and second shell pieces20,30are able to contract sufficiently, the fastening50can become inadvertently unfastened and the packaging can therefore dislodge from the bottle. The packaging10is therefore configured to have a feature that prevents contraction of the packaging. The feature is shown inFIG.3. As shown, the feature comprises an abutment between the first shell piece and the second shell piece. The abutment is independent of the bottle and therefore the packaging can remain secured by the fastener50even in the event that the bottle is sized so as to allow some contraction of the packaging. The feature combined with the first abutment between the clasp52and catch54therefore forms a two-point locking feature that secures the packaging wrap securely across a range of size tolerances of the same bottle design. As explained, the second point of contact of the two-point locking feature is an abutment between the first shell piece and the second shell piece. Suitably, the abutment is shown as being between the distal end edge28of the first shell piece20and a distal end edge38of the second shell piece30. The distal end edges28,38are the distal edges of the respective shell pieces that are not connected by the hinge40and can be seen inFIG.2as the distal edges facing upwards. The distal end edges are brought into abutment by causing a portion of the second shell piece30to overlap a portion of the first shell piece. Here, the second shell piece30includes an extension portion32that is provided to extend from the main body34of the second shell piece30. The extension portion32is arranged to sit on top of the first shell piece. That is, to overlap the first shell piece on an outside thereof. By causing the extension portion32to overlay the first shell piece20, the distal edges of the two shell pieces abut at a transition point wherein the second shell piece transitions from being overlaid on the outside of the first shell piece to being laid under, on the inside of the first shell piece. The transition is necessary to allow the clasp52to fit over the catch54. The abutment of the distal end edges28,38is indicated inFIG.3generally at reference56. It will be appreciated that for the shell pieces to overlap, the distal end edges28,38that are formed as the periphery of the moulded packaging, should have a constant thickness with the wall thickness of the shell pieces. That is, any localised increase in wall thickness at the distal end edges caused, for instance, by the peripheral edge of the moulding having a flange would reduce the ability of the shells to overlap. Also, as discussed below, a peripheral flange around the distal end edges would inhibit the functioning of the double hinge. As mentioned above, if the moulding is produced with a peripheral flange, it is possible to use a number of post processing techniques to remove the flange, for instance, die cutting or stamping. The need for and chosen post processing technique may depend on the material used for the mould. In the preferred embodiments, the material is a paper based material. Here, pulp is used in the mould and generally, when the packaging is ready to be removed from the mould, excess pulp forms a peripheral flange. It has been found that by controlling the parameters and mould design, an in-mould wash cut can be used to trim the excess material to remove the flange. Here, as is known, a water jet is used to remove the excess material. As mentioned, by controlling the process, the cut can be made almost vertically in the mould to trim any excess flange material to leave a constant wall thickness at the distal end edges. FIG.4shows a side view of the second shell piece30. The catch54is shown as a protrusion and the nose55is visible and faces away from distal end edge38. Extension32is shown. The distal end edge38is configured here to cut back before the extension32to provide a convenient location for the transition of the overlaying portions. The extension is formed on the portion of the main cylindrical portion of the bottle. The catch is shown located around the centre or middle of the main cylindrical portion, relative to the axial direction. Referring toFIG.5a second embodiment is shown of the packaging10. The packaging10comprises a first shell piece20interconnected to a second shell piece30by a hinge50(not visible). The packing varies due to the design of the fastening50. Whilst the fastening still comprises a clasp52formed on a flap22of the first shell piece20and a catch54formed on the second shell piece30, the clasp does not entirely cover the catch54. Rather, the clasp only covers the catch54at the nose region55. The first-point of contact between the nose and the portion of the clasp52continues to function in the same manner as the first embodiment. However, the clasp fits over the catch whilst allowing a leading end57of the catch to protrude through an aperture in the clasp52. The leading end57of the catch54is configured to form a part of the distal end edge of the second shell piece30. Thus, the transition from the distal end edge of the second shell piece30from overlaying the first shell piece to laying under the first shell piece occurs at the abutment of the distal end edges at the catch. Moreover a transition and therefore abutment point is provided on both sides of the catch, where the catch extends through the aperture formed in the flap22. The abutment points are indicated inFIG.5generally at reference58and59. Referring toFIG.6, the embodiments may include a third abutment point located spaced from the second abutment point and towards the neck area or shoulder area of the bottle creating a three-point locking feature. The third abutment point is formed from a transition of one of the first shell piece or the second shell piece transitioning from an overlaid arrangement wherein said shell piece is arranged on the outside of the other, to an arrangement on the other side of the transition wherein the part is not overlaid on top of the other. As shown, suitably, it is the first shell piece20that is overlaid on top of the second shell piece to one side of the transition. On the other side of the transition (indicated generally by reference70), the first shell piece20is not arranged to overlay the other part. Here, the bottle can be used to urge the parts of the shell pieces outwards to ensure an abutment of the distal end edges at the transition. Alternatively, although not shown, the first part could include an extension to fit underneath the second part such that the distal end edge of the first shell piece28transitions from being on the outside of the second shell piece to being underneath the second shell piece30. FIG.7shows an exemplary hinge40for connecting the shell pieces20,30. The hinge is shown as a double hinge42,44. Each hinge42,44is generally parallel. The hinges42,44are shown extending parallel to the axis of the bottle. Whilst a single hinge would suffice, the moulding process might require a rim to be formed that projects outwards from the packaging. However, by providing a double hinge, the hinge can lay substantially flat against the bottle. Here, the packaging includes a third shell piece80. The third shell piece80interconnects the first and second shell pieces. Thus, the third shell piece is connected by the respective hinges42,44on each side. Here, the first and second shell pieces include notches for receiving a portion each of the third shell piece80. Thus, when wrapped around the container, as shown inFIG.7, the third shell piece fits in the aperture formed by the combination of the notches in each of the first and second shell pieces. The double hinge may find application in other packaging or moulded parts where the hinge between two shell pieces might be beneficial to lay flat against the container. The packaging can be moulded in the open configuration generally as shown inFIG.2. Here the third shell piece extends in a first plane. With the hinges42,44moulded in the interconnection to the first and second shell pieces. The first and second shell pieces are moulded in the open configuration wherein faces interconnecting with the hinges drop away. That is, the concave faces of the first and second shell pieces do not overlap each other, rather they are arranged on either side of the third shell piece. The packaging herein described provides an improved packaging wherein the packaging wraps around the container or other product, to form a second skin packaging. In combination with the first and second abutment and preferably also the third abutment, the packaging's fastener can be maintained secured in an engaged configuration even when the packaging wraps an article made to a minimum manufacturing tolerance that allows some contraction of the packaging around the article. The features disclosed in the foregoing description, or in the following claims, or in the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for obtaining the disclosed results, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof. While the invention has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the invention set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the spirit and scope of the invention. For the avoidance of any doubt, any theoretical explanations provided herein are provided for the purposes of improving the understanding of a reader. The inventors do not wish to be bound by any of these theoretical explanations. Any section headings used herein are for organizational purposes only and are not to be construed as limiting the subject matter described. Throughout this specification, including the claims which follow, unless the context requires otherwise, the word “comprise” and “include”, and variations such as “comprises”, “comprising”, and “including” will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps. It must be noted that, as used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Ranges may be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another embodiment includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by the use of the antecedent “about,” it will be understood that the particular value forms another embodiment. The term “about” in relation to a numerical value is optional and means for example +/−10%. | 18,792 |
11858690 | DETAILED DESCRIPTION The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which preferred embodiments of the invention are shown. This invention may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. It will also be understood that when a layer is referred to as being “on” another layer or substrate, it can be directly on the other layer or substrate, or intervening layers may also be present. In contrast, when an element is referred to as being “directly on” another element, there are no intervening elements present. Spatially relative terms, such as “beneath,” “below,” “lower,” “above,” “upper” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the exemplary term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. It will be understood that, although the terms “first,” “second,” “third” etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, “a first element,” “component,” “region,” “layer” or “section” discussed below could be termed a second element, component, region, layer or section without departing from the teachings herein. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms, including “at least one,” unless the content clearly indicates otherwise. “At least one” is not to be construed as limiting “a” or “an.” “Or” means “and/or.” As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms “comprises” and/or “comprising,” or “includes” and/or “including” when used in this specification, specify the presence of stated features, regions, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, regions, integers, steps, operations, elements, components, and/or groups thereof. As used herein, “direction” means a course along which something is facing. For example, a first direction X may be a course from a left to a right, and a direction opposite to the first direction X may be a course from the right to the left. The same reference numbers indicate the same components throughout the specification. Hereinafter, specific embodiments will be described with reference to the accompanying drawings. FIG.1is a perspective view of a cover glass loading container according to an embodiment.FIG.2is a perspective view of a cover glass according to an embodiment.FIG.3is a cross-sectional view taken along line III-III′ ofFIG.2. Referring toFIGS.1to3, a cover glass loading container1according to an embodiment may include a tray10and a tray cover20coupled to the tray10. The tray10may provide a space in which one or more cover glasses1000may be loaded, and the tray cover20may be mounted on the tray10to protect the cover glasses1000loaded on the tray10. A plurality of cover glasses1000may be loaded on the tray10. The plurality of cover glasses1000may be arranged to constitute one or more lines.FIG.1illustrates a case in which the plurality of cover glasses1000are arranged in a second direction Y and disposed to form two lines arranged in a first direction X, but the present disclosure is not limited thereto. The cover glass1000according to an embodiment may include a glass member1100, a print layer1200disposed on one surface of the glass member1100, and a protective layer1300disposed on the other surface of the glass member1100. The glass member1100may have a rectangular shape in a plan view. The glass member1100may include a short side extending in one direction and a long side extending in another direction intersecting the one direction. The one surface of the glass member1100may include a flat surface. The other surface of the glass member1100may include edges disposed along long sides in the one direction and a direction opposite to the one direction, respectively, and curved in the one direction and the direction opposite to the one direction, respectively. However, the present disclosure is not limited thereto, and the other surface of the glass member1100may include edges disposed along short sides in the another direction and a direction opposite to the another direction, respectively, and curved in the one direction and the direction opposite to the one direction, respectively in another embodiment. The other surface of the glass member1100may also include both of the edges disposed along the long sides in the one direction and the direction opposite to the one direction, respectively, and curved and the edges disposed along the short sides in the another direction and a direction opposite to the another direction, respectively, and curved. The glass member1100may constitute a portion of a display device (not illustrated) through some processes. The glass member1100may be disposed on a front surface of the display device (not illustrated) to cover other components such as a display panel (not illustrated) that constitute the display device (not illustrated). The glass member1100may be made of a material that transmits light. The glass member1100may include silicon dioxide (SiO2) as its main component and further include components such as aluminum oxide (Al2O3), lithium oxide (LiO2), and sodium oxide (Na2O), but the present disclosure is not limited thereto, and the glass member1100may further include other components in another embodiment. In one embodiment, the glass member1100may include glass ceramic that contains alkali alumino silicate. The print layer1200may be disposed on one side edge and the other side edge of the one surface of the glass member1100in the one direction. That is, the print layer1200may be disposed on the opposite surface of the surface of the glass member1100including the curved edges. On at least one surface of the glass member1100, the print layer1200may partially block light emitted from the display panel (not illustrated) to which the glass member1100is attached. The print layer1200may be made of a light shielding member or a predetermined ink. On the one surface of the glass member1100, the print layer1200may partially overlap with an area of the curved edge. The print layer1200may be disposed to extend in the one direction. When the cover glass1000is loaded on the tray10, there is a need to prevent damage to the print layer1200formed on the cover glass1000. The protective layer1300may be disposed on the one surface of the glass member1100. The protective layer1300may be disposed to protect the one surface of the glass member1100. The protective layer1300may be disposed to protect the one surface of the glass member1100from an external environment during a manufacturing process of the display device (not illustrated) in which the cover glass1000is attached. The protective layer1300may be disposed on the entire area of the one surface of the glass member1100and also cover the curved edges of the glass member1100. The protective layer1300may be a protective film. For example, the protective layer1300may be made of at least any one material of polyethylene terephthalate (“PET”), thermoplastic polyurethane (“TPU”), polyvinyl chloride (“PVC”), polypropylene (“PP”), and polyimide (“PI”) or a mixture thereof, but the present disclosure is not limited thereto. The cover glass1000may further include an adhesive member (not illustrated) disposed between the protective layer1300and the glass member1100. However, the present disclosure is not limited thereto, and one surface of the protective layer1300itself that comes in contact with the glass member1100may have adhesiveness in another embodiment. A thickness t1of the cover glass1000may be equal to the sum of a thickness t2of the glass member1100and a thickness t3of the protective layer1300. The thickness t2of the glass member1100may occupy most of the thickness t1of the cover glass1000. For example, the thickness t2of the glass member1100may occupy about 70 percentages (%) or more, about 80% or more, or about 90% or more of the thickness t1of the cover glass1000. The thickness t1of the cover glass1000may be less than or equal to about 0.8 millimeters (mm), less than or equal to about 1.0 mm, or less than or equal to about 2.0 mm but is not limited thereto. The cover glass1000may be loaded on the tray10to be transported or stored. The tray10may have a structure that may prevent breakage of the cover glass1000and damage to the print layer1200during transportation or storage of the cover glass1000loaded on the tray10. Hereinafter, the structure of the tray10that allows the cover glass1000to be stably loaded thereon and prevents damage to the print layer1200will be described. FIG.4is a perspective view of a tray according to an embodiment.FIG.5is a lateral view of the tray according to an embodiment.FIG.6is a plan view of the tray according to an embodiment. Referring toFIGS.4to6, the tray10according to an embodiment may include a main body portion100and guide portions200, partition portions300, and a separation wall400that are disposed on the main body portion100. The main body portion100may include a plurality of sidewalls OW. The main body portion100may have a structure in which the guide portions200and the partition portions300, which will be described below, are disposed on a bottom surface of the main body portion100and the sidewalls OW surround the guide portions200and the partition portions300. The guide portion200may have a shape that protrudes from the sidewall OW of the main body portion100toward an inner side of the main body portion100. The guide portion200may be integrally formed with (i.e., monolithic) the bottom surface and the sidewalls OW of the main body portion100. The sidewalls OW of the main body portion100have a predetermined height (in the third direction Z) and thickness. The sidewalls OW are disposed at outer boundaries of the bottom surface of the main body portion100, and the height and thickness of the sidewalls OW may vary according to the number of cover glasses1000loaded on the tray10. The sidewalls OW may include a first sidewall OW1and a third sidewall OW3that extend in the first direction X and a second sidewall OW2and a fourth sidewall OW4that extend in the second direction Y. The sidewalls OW extending in the same direction may be disposed to be opposite to each other. In an area therebetween, receiving portions RA into which the cover glasses1000are inserted to be loaded may be defined. The receiving portion RA may be defined by the bottom surface of the main body portion100, a side surface of the guide portion200, and a side surface of the partition portion300. The sidewalls OW of the main body portion100may be disposed to partially surround edges of the cover glass1000. The sidewalls OW of the main body portion100may have a height which is lower than the loaded cover glass1000but which prevents the cover glass1000from falling out from between the guide portions200when the cover glass1000is loaded on the receiving portion RA to be transported or stored. Although the drawings illustrate a case in which corners where the sidewalls OW meet are angular, the present disclosure is not limited thereto, and the corners may also have a round shape in another embodiment. In some embodiments, at least some of the sidewalls OW of the main body portion100may have a flat upper surface that extends in one direction, and the rest of the sidewalls OW may have a curved upper surface that is partially recessed. As illustrated inFIGS.4and5, the second sidewall OW2and the fourth sidewall OW4may have a flat upper surface that extends in one direction, that is, the second direction Y, and the first sidewall OW1and the third sidewall OW3may have a curved upper surface that is partially recessed. In other words, the first sidewall OW1and the third sidewall OW3may partially have a different height, and an area surrounded by the sidewalls OW may be partially exposed through the first sidewall OW1and the third sidewall OW3. When the tray10is viewed from the front (SeeFIG.5), the upper surface of the third sidewall OW3may include a recessed portion PA that is partially recessed to downward from a central portion, and the central portion of the third sidewall OW3may have a height that is lower than a height at opposite side portions of the third sidewall OW3in the third direction Z. The first sidewall OW1and the third sidewall OW3of the main body portion100may define the recessed portion PA that is partially recessed. When the cover glass1000is being separated from the tray10, an external mechanism may be fastened to the cover glass1000through the recessed portions PA of the first sidewall OW1and the third sidewall OW3. As will be described below, the receiving portions RA, which are spaces on which the cover glasses1000are loaded, may be arranged in the second direction Y which is a direction in which the first sidewall OW1and the third sidewall OW3are opposite to each other. The cover glasses1000loaded on the receiving portions RA may also be arranged in the second direction Y in the tray10so as to be loaded. Since the recessed portion PA is formed in the first sidewall OW1and the third sidewall OW3, the external mechanism may easily approach the cover glass1000in the second direction Y, and the cover glasses1000loaded in the second direction Y may be sequentially separated from the tray10. However, the present disclosure is not limited thereto, and the shape of the sidewalls OW of the main body portion100may be changed within a predetermined range in another embodiment. The tray10according to an embodiment may define the plurality of receiving portions RA therein. The plurality of receiving portions RA may be arranged to constitute one or more receiving lines RL that are arranged in one direction. A direction (i.e., the second direction Y) in which the plurality of receiving portions RA are arranged to constitute a single receiving line RL may be perpendicular to a direction (i.e., the first direction X) in which each receiving portion RA extends. When a plurality of receiving lines RL are present, the plurality of receiving lines RL may be arranged in a direction (i.e., the first direction X) perpendicular to the direction in which each receiving line RL extends. For example, the receiving lines RL included in the tray10may include a first receiving line RL1that extends in the second direction Y and a second receiving line RL2that is disposed at one side of the first receiving line RL1in the first direction X. AlthoughFIG.6illustrates two receiving lines RL that extend in the second direction Y and are adjacent to each other in the first direction X, the direction in which the receiving lines RL extend and the number of the receiving lines RL according to the invention are not limited thereto. The first receiving line RL1may be disposed between the fourth sidewall OW4and the separation wall400and may include first receiving portions RA1. The second receiving line RL2may be disposed between the second sidewall OW2and the separation wall400and may include second receiving portions RA2. The guide portions200are disposed inside the main body portion100. Specifically, the guide portions200may be disposed on the bottom surface of the main body portion100. The plurality of guide portions200may be disposed to be spaced apart from each other. For example, the guide portions200may be disposed to be spaced apart at equal intervals in the second direction Y. The guide portions200adjacent to each other may define an edge receiving portion PC disposed therebetween. The edge receiving portion PC will be described in detail below. The guide portions200may include a first guide portion210and a second guide portion220that are disposed in the first receiving line RL1and disposed to be opposite to each other. The guide portions200may also include a third guide portion230and a fourth guide portion240that are disposed in the second receiving line RL2and disposed to be opposite to each other. The first guide portion210and the second guide portion220may protrude in opposite directions. For example, the first guide portion210and the second guide portion220may be disposed to be opposite to each other in the first direction X. The first guide portion210may have a shape that protrudes from the fourth sidewall OW4in the first direction X (i.e., the direction to the right inFIG.6), and the second guide portion220may have a shape that protrudes from the separation wall400, which will be described below, in a direction opposite to the first direction X (i.e., the direction to the left inFIG.6). The first guide portion210and the second guide portion220may be arranged in the first direction X. The first guide portion210and the second guide portion220that are disposed to be opposite to each other may have symmetrical structures with respect to a virtual line that is equidistant from the first guide portion210and the second guide portion220and extends in the second direction Y. The first guide portion210may be disposed on the bottom surface of the main body portion100. Also, the first guide portion210may have a shape that protrudes inward from an inner sidewall of the fourth sidewall OW4and may have a structure integrally formed therewith. However, the present disclosure is not limited thereto, and the first guide portion210may also be formed as a separate member on the bottom surface of the main body portion100in another embodiment. The tray10may include a plurality of first guide portions210that protrude from the sidewall OW (i.e., the fourth sidewall OW4). The plurality of first guide portions210may be arranged to be spaced apart from each other in a direction in which the sidewall OW (i.e., the fourth sidewall OW4), on which the first guide portions210are disposed, extends. For example, as illustrated inFIG.6, the first guide portions210may be disposed on the inner sidewall of the fourth sidewall OW4and arranged in the second direction Y. The second guide portion220may be disposed on the bottom surface of the main body portion100and disposed on the separation wall400that is disposed to extend in the second direction Y on the bottom surface of the main body portion100. As described above, the second guide portion220may have substantially the same shape as the first guide portion210and have a structure symmetrical thereto. That is, the second guide portion220may have a shape that protrudes from the separation wall400in the direction opposite to the first direction X and may have a structure integrally formed with the separation wall400. However, the present disclosure is not limited thereto, and the second guide portion220may also be formed as a separate member on the bottom surface of the main body portion100in another embodiment. A plurality of second guide portions220may be spaced apart from each other in a direction in which the separation wall400extends. For example, as illustrated inFIG.6, the second guide portions220may have a shape that protrudes from the other side surface of the separation wall400in the first direction X and may be arranged in the second direction Y. Accordingly, the plurality of first receiving portions RA1may also be arranged in the direction in which the first guide portions210and the second guide portions220are arranged. The third guide portion230and the fourth guide portion240may protrude in opposite directions. For example, the third guide portion230and the fourth guide portion240may be disposed to be opposite to each other in the first direction X. The third guide portion230may have a shape that protrudes from the separation wall400, which will be described below, in the first direction X (i.e., the direction to the right inFIG.6). The fourth guide portion240may have a shape that protrudes from the second sidewall OW2in the direction opposite to the first direction X, and the third guide portion230and the fourth guide portion240may be arranged in the second direction Y. The third guide portion230and the fourth guide portion240that are disposed to be opposite to each other may have symmetrical structures with respect to a virtual line that is equidistant from the third guide portion230and the fourth guide portion240and extends in the second direction Y. Since other details relating to the third guide portion230and the fourth guide portion240are substantially the same as the description of the first guide portion210and the second guide portion220, additional description will be omitted. The direction in which the first to fourth guide portions210,220,230, and240are arranged is not limited to that illustrated inFIG.6. In some cases, the first guide portion210and the fourth guide portion240may be disposed on an inner sidewall of the first sidewall OW1or third sidewall OW3, and the separation wall400on which the second guide portion220is disposed may extend in the first direction X on the bottom surface of the main body portion100. However, as described above, the direction in which the first to fourth guide portions210,220,230, and240are arranged may be the same as the direction in which the receiving portions RA are arranged and the direction in which the plurality of cover glasses1000are sequentially loaded. In order to allow the cover glasses1000to be smoothly separated, the direction in which the first to fourth guide portions210,220,230, and240are arranged may correspond to a direction in which the sidewalls OW having the recessed portion PA defined therein are opposite to each other. That is, since the recessed portion PA is defined in the first sidewall OW1and the third sidewall OW3as in the drawings, the first to fourth guide portions210,220,230, and240may be arranged in the second direction Y, which is the direction in which the first sidewall OW1and the third sidewall OW3are opposite to each other. On the other hand, when the recessed portion PA is defined in the second sidewall OW2and the fourth sidewall OW4, the first guide portion210and the second guide portion220may be arranged in the first direction X, which is the direction in which the second sidewall OW2and the fourth sidewall OW4are opposite to each other. The partition portions300may include a first partition portion310disposed between the first guide portion210and the second guide portion220and a second partition portion320disposed between the third guide portion230and the fourth guide portion240. The plurality of partition portions300may be disposed on the bottom surface of the main body portion100and may be arranged to be spaced apart from each other in the second direction Y. A first center receiving portion CR1may be defined between a plurality of first partition portions310that are adjacent to each other, and a second center receiving portion CR2may be defined between a plurality of second partition portions320that are adjacent to each other. A single first partition portion310may be disposed to correspond to a single first guide portion210and a single second guide portion220. The first guide portion210, the second guide portion220, and the first partition portion310may constitute a single group and may be arranged in the second direction Y on the bottom surface of the main body portion100. Between the groups, each of which consists of a single first guide portion210, a single second guide portion220, and a single first partition portion310, that are adjacent to each other, the first receiving portion RA1on which the cover glass1000is loaded may be defined. Likewise, a single second partition portion320may be disposed to correspond to a single third guide portion230and a single fourth guide portion240. The third guide portion230, the fourth guide portion240, and the second partition portion320may constitute a single group and may be arranged in the second direction Y on the bottom surface of the main body portion100. Between the groups, each of which consists of a single third guide portion230, a single fourth guide portion240, and a single second partition portion320, that are adjacent to each other, the second receiving portion RA2on which the cover glass1000is loaded may be defined. Meanwhile, according to an embodiment, at least one surface of the cover glass1000may have a predetermined curvature and have a curved shape. When the cover glass1000is loaded on the tray10, an edge of the cover glass1000may be loaded between the guide portions200adjacent to each other, and a flat surface of the cover glass1000may be loaded between the partition portions300adjacent to each other. The guide portion200may have a structure that prevents the print layer1200, which is disposed on one surface of the cover glass1000, from coming in contact with another member. Hereinafter, the shape and structure of the guide portion200will be described in more detail with reference to other drawings. FIG.7is an enlarged view of area P ofFIG.6.FIG.8is an enlarged view of area Q ofFIG.7.FIG.9is an enlarged view of a portion of the tray on which the cover glass is loaded.FIG.10is an enlarged view of area R ofFIG.6. Referring toFIGS.7to10, the guide portion200included in the tray10according to an embodiment may have a structure that allows the cover glass1000having a small thickness to be stably loaded on the receiving portion RA and prevents damage to the print layer1200. The following description will be given on the basis of the first receiving portion RA1, the first guide portion210, the second guide portion220, and the first partition portion310that are disposed in the first receiving line RL1, but the description may also apply to the second receiving line RL2. Specifically, the first guide portion210may include a first main protruding portion211and a first sub-protruding portion212and a second sub-protruding portion213that protrude from the first main protruding portion211in the second direction Y and in the direction opposite to the second direction Y, respectively. The second guide portion220may include a second main protruding portion221and a third sub-protruding portion222and a fourth sub-protruding portion223that protrude from the second main protruding portion221in the second direction Y and in the direction opposite to the second direction Y, respectively. As described above, the first partition portion310may be disposed between the first guide portion210and the second guide portion220. Although the drawings illustrate a case in which the first partition portion310is disposed to be spaced apart from the first guide portion210and the second guide portion220, the present disclosure is not limited thereto, and the first partition portion310may also be connected to the first guide portion210and the second guide portion220in another embodiment. The first guide portion210and the second guide portion220may have symmetrical structures with respect to a virtual line that extends in the second direction Y and divides the first partition portion310, which is disposed between the first guide portion210and the second guide portion220, into two equal portions. The first main protruding portion211may have a shape that protrudes from the fourth sidewall OW4in the first direction X (i.e., the direction to the right inFIG.8). The first sub-protruding portion212may have a shape that protrudes from the first main protruding portion211in the second direction Y. The second sub-protruding portion213may have a shape that protrudes from the first main protruding portion211in the direction opposite to the second direction Y. In a single first guide portion210, the directions in which the first sub-protruding portion212and the second sub-protruding portion213protrude may be reversed. The first sub-protruding portion212and the second sub-protruding portion213may be disposed to alternately protrude. The first sub-protruding portion212and the second sub-protruding portion213being disposed to alternately protrude may mean that a protruding end portion of the first sub-protruding portion212and a protruding end portion of the second sub-protruding portion213are alternately disposed instead of being aligned in a straight line in the second direction Y. The protruding end portion of the first sub-protruding portion212may refer to a point of the first sub-protruding portion212that is located closest to one side in the second direction Y, and the protruding end portion of the second sub-protruding portion213may refer to a point of the second sub-protruding portion213that is located farthest in the direction opposite to the second direction Y. Also, the first sub-protruding portion212and the second sub-protruding portion213may partially overlap in the second direction Y. The first sub-protruding portion212and the second sub-protruding portion213partially overlapping in the second direction Y may mean that a portion of the first sub-protruding portion212and a portion of the second sub-protruding portion213are disposed to be opposite to each other in the second direction Y. In the first guide portion210, the first sub-protruding portion212may be disposed between the first main protruding portion211and the fourth sidewall OW4. The first sub-protruding portion212may be partially connected to the first main protruding portion211and the fourth sidewall OW4. The first sub-protruding portion212may have a structure in which a thickness increases in a direction from the fourth sidewall OW4toward the protruding end portion of the first main protruding portion211and then decreases. Here, the thickness of the first sub-protruding portion212may refer to a thickness in the second direction Y. Also, the protruding end portion of the first main protruding portion211may refer to one side end portion of the first main protruding portion211in the first direction X. Specifically, a thickness of the other side end portion of the first sub-protruding portion212in the first direction X may be larger than a thickness of one side end portion thereof in the first direction X. However, the thickness of the other side end portion of the first sub-protruding portion212in the first direction X may be smaller than a thickness of the first sub-protruding portion212at the protruding end portion thereof. At one side of the first sub-protruding portion212in the first direction X, one side surface of the first main protruding portion211in the second direction Y may be exposed to a first edge receiving portion PC1. The other side end portion of the first sub-protruding portion212in the first direction X may be connected to the fourth sidewall OW4, and one side end portion thereof in the first direction X may be connected to the first main protruding portion211. One side surface of the first sub-protruding portion212in the second direction Y that is exposed may be disposed between the fourth sidewall OW4and the one side surface of the first main protruding portion211in the second direction Y. The second sub-protruding portion213may be disposed to protrude from the protruding end portion of the first main protruding portion211in a direction opposite to the second direction Y. The second sub-protruding portion213may have a structure in which a thickness increases in a direction from the protruding end portion of the first main protruding portion211toward the fourth sidewall OW4and then decreases. Here, the thickness of the second sub-protruding portion213may refer to a thickness in the second direction Y. Specifically, a thickness of one side end portion of the second sub-protruding portion213in the first direction X may be larger than a thickness of the other side end portion thereof in the first direction X. However, the thickness of the one side end portion of the second sub-protruding portion213in the first direction X may be smaller than a thickness of the second sub-protruding portion213at the protruding end portion thereof. At the other side of the second sub-protruding portion213in the first direction X, the other side surface of the first main protruding portion211in the second direction Y may be exposed to the first edge receiving portion PC1. The other side end portion and one side end portion of the second sub-protruding portion213in the first direction X may be connected to the first main protruding portion211. One side surface of the second sub-protruding portion213in the first direction X that is exposed and the other side surface thereof in the second direction Y may be disposed between one side surface of the first main protruding portion211in the first direction X and the other side surface of the first main protruding portion211in the second direction Y. The first sub-protruding portion212of one first guide portion210may be disposed further in the direction opposite to the second direction Y than the second sub-protruding portion213of another first guide portion210that is disposed adjacent to the one first guide portion210in the second direction Y. In the second guide portion220, the second main protruding portion221may have a shape that protrudes from the separation wall400in the direction opposite to the first direction X. The third sub-protruding portion222may have a shape that protrudes from the second main protruding portion221in the second direction Y. The fourth sub-protruding portion223may have a shape that protrudes from the second main protruding portion221in the direction opposite to the second direction Y. In a single second guide portion220, the directions in which the third sub-protruding portion222and the fourth sub-protruding portion223protrude may be reversed. The third sub-protruding portion222and the fourth sub-protruding portion223may be alternately disposed. Hereinafter, a positional relationship between the third sub-protruding portion222and the fourth sub-protruding portion223may refer to a positional relationship between a protruding end portion of the third sub-protruding portion222and a protruding end portion of the fourth sub-protruding portion223. That is, the third sub-protruding portion222and the fourth sub-protruding portion223being alternately disposed may mean that the protruding end portion of the third sub-protruding portion222and the protruding end portion of the fourth sub-protruding portion223are alternately disposed. Also, the protruding end portion of the third sub-protruding portion222may refer to a point of the third sub-protruding portion222that is located closest to one side in the second direction Y, and the protruding end portion of the fourth sub-protruding portion223may refer to a point of the fourth sub-protruding portion223that is located farthest in the direction opposite to the second direction Y. The third sub-protruding portion222may be disposed between the second main protruding portion221and the second sidewall OW2. The third sub-protruding portion222may be partially connected to the second main protruding portion221and the second sidewall OW2. The third sub-protruding portion222may have a structure in which a thickness increases in a direction from the second sidewall OW2toward the protruding end portion of the second main protruding portion221and then decreases. Here, the thickness of the third sub-protruding portion222may refer to a thickness in the second direction Y. Also, the protruding end portion of the second main protruding portion221may refer to the other side end portion of the second main protruding portion221in the first direction X. Specifically, a thickness of one side end portion of the third sub-protruding portion222in the first direction X may be larger than a thickness of the other side end portion thereof in the first direction X. However, the thickness of the one side end portion of the third sub-protruding portion222in the first direction X may be smaller than a thickness of the third sub-protruding portion222at the protruding end portion thereof. At the other side of the third sub-protruding portion222in the first direction X, one side surface of the second main protruding portion221in the second direction Y may be exposed to a second edge receiving portion PC2. The one side end portion of the third sub-protruding portion222in the first direction X may be connected to the second sidewall OW2, and the other side end portion thereof in the first direction X may be connected to the second main protruding portion221. One side surface of the third sub-protruding portion222in the second direction Y that is exposed may be disposed between the second sidewall OW2and the one side surface of the second main protruding portion221in the second direction Y. The fourth sub-protruding portion223may be disposed to protrude from the protruding end portion of the second main protruding portion221in the direction opposite to the second direction Y. The fourth sub-protruding portion223may have a structure in which a thickness increases in a direction from the protruding end portion of the second main protruding portion221toward the second sidewall OW2and then decreases. Here, the thickness of the fourth sub-protruding portion223may refer to a thickness in the second direction Y. Specifically, a thickness of the other side end portion of the fourth sub-protruding portion223in the first direction X may be larger than a thickness of one side end portion thereof in the first direction X. However, the thickness of the other side end portion of the fourth sub-protruding portion223in the first direction X may be smaller than a thickness of the fourth sub-protruding portion223at the protruding end portion thereof. At one side of the fourth sub-protruding portion223in the first direction X, the other side surface of the second main protruding portion221in the second direction Y may be exposed to the second edge receiving portion PC2. One side end portion and the other side end portion of the fourth sub-protruding portion223in the first direction X may be connected to the second main protruding portion221. The other side surface of the fourth sub-protruding portion223in the first direction X that is exposed and the other side surface thereof in the second direction Y may be disposed between the other side surface of the second main protruding portion221in the first direction X and the other side surface of the second main protruding portion221in the second direction Y. The fourth sub-protruding portion223may be disposed further in the second direction Y than the third sub-protruding portion222. Hereinafter, the first receiving portion RA1that is defined by the first guide portion210, the second guide portion220, the second sidewall OW2, the fourth sidewall OW4, the partition portion310, and the separation wall400will be described in detail. The tray10according to an embodiment may include the plurality of receiving portions RA. Each receiving portion RA may have a shape that extends in the first direction X. The plurality of receiving portions RA may be arranged in the second direction Y. The plurality of receiving portions RA may include the first receiving portion RA1included in the first receiving line RL1disposed between the fourth sidewall OW4and the separation wall400and the second receiving portion RA2included in the second receiving line RL2disposed between the second sidewall OW2and the separation wall400. Hereinafter, the receiving portion RA will be described on the basis of the first receiving portion RA1included in the first receiving line RL1, but the description may also apply to the second receiving portion RA2. The first receiving portion RA1may include the first center receiving portion CR1extending in the first direction X and the edge receiving portion PC disposed at one side and the other side of the first center receiving portion CR1in the first direction X. The first center receiving portion CR1may be defined as an area between the first partition portions310adjacent to each other in the second direction Y. The first center receiving portion CR1may have a shape that extends in the first direction X. When the cover glass1000is loaded on the first receiving portion RA1, an area between opposite side edges of the cover glass1000may be loaded on the first center receiving portion CR1. In a plan view, the first center receiving portion CR1may have a rectangular shape that includes long sides in the first direction X and short sides in the second direction Y. The edge receiving portion PC may be disposed on each of one side and the other side of the first center receiving portion CR1in a direction in which the first center receiving portion CR1extends. The edge receiving portions PC may include the first edge receiving portion PC1disposed at the other side of the first center receiving portion CR1in the first direction X and the second edge receiving portion PC2disposed at one side of the first center receiving portion CR1in the first direction X. The edge receiving portions PC may be spatially connected to the first center receiving portion CR1. The first edge receiving portion PC1is a space between the first guide portions210adjacent to each other and may be defined by the first guide portions210adjacent to each other and the fourth sidewall OW4connected to the first guide portions210. The first edge receiving portion PC1may include a first sub-edge receiving portion PC11that is disposed at a position from the fourth sidewall OW4in the first direction X (i.e., the direction to the right inFIG.8) and corresponds to an area up to the protruding end portion of the first sub-protruding portion212. The first edge receiving portion PC1may also include a second sub-edge receiving portion PC12that extends from the protruding end portion of the first main protruding portion211in the direction opposite to the first direction X and corresponds to an area up to the protruding end portion of the second sub-protruding portion213. The first edge receiving portion PC1may also include a third sub-edge receiving portion PC13that is disposed between the first sub-edge receiving portion PC11and the second sub-edge receiving portion PC12. In the first edge receiving portion PC1, the third sub-edge receiving portion PC13may correspond to an area from the protruding end portion of the first sub-protruding portion212to the protruding end portion of the second sub-protruding portion213in the first direction X. When the cover glass1000is loaded on the tray10according to an embodiment, at least a portion of the print layer1200of the cover glass1000may be disposed in the first sub-edge receiving portion PC11. The cover glass1000may be disposed so that the print layer1200faces the one side in the second direction Y in the first sub-edge receiving portion PC11, but the present disclosure is not limited thereto, and the cover glass1000may also be disposed so that the print layer1200faces the direction opposite to the second direction Y therein in another embodiment. However, the cover glass1000being disposed so that the print layer1200faces the one side in the second direction Y, where an area is larger, in the first sub-edge receiving portion PC11may be more advantageous in terms of protecting the print layer1200. When the print layer1200is disposed to face the one side in the second direction Y, the protective layer1300may be disposed close to the first sub-protruding portion212, and the one surface of the glass member1100may be disposed close to the second sub-protruding portion213. Conversely, when the print layer1200is disposed to face the direction opposite to the second direction Y, the protective layer1300may be disposed close to the second sub-protruding portion213, and the one surface of the glass member1100may be disposed close to the first sub-protruding portion212. In the first edge receiving portion PC1, a width may vary for each area. First to eighth widths a1to a8which will be described below may refer to lengths in the second direction Y. The first edge receiving portion PC1may have the first width a1between the protruding end portion of the first sub-protruding portion212of one first guide portion210and the other side surface of the first main protruding portion211in the second direction Y of another first guide portion210that is disposed adjacent to the one side of the one first guide portion210in the second direction Y. The first width a1may refer to the smallest width measured in the second direction Y in the first sub-edge receiving portion PC11. Also, the first width a1may be a width in the second direction Y that is measured at the other side of the third sub-edge receiving portion PC13in the first direction X. The first edge receiving portion PC1may have the second width a2between the protruding end portion of the second sub-protruding portion213of one first guide portion210and the one side surface of the first main protruding portion211in the second direction Y of another first guide portion210that is disposed adjacent to the other side of the one first guide portion210in the second direction Y. The second width a2may refer to the smallest width measured in the second direction Y in the second sub-edge receiving portion PC12. Also, the second width a2may be a width in the second direction Y that is measured at the one side of the third sub-edge receiving portion PC13in the first direction X. The second width a2may have substantially the same value as the first width a1, but the present disclosure is not limited thereto. The first edge receiving portion PC1may have the third width a3in the second direction Y between an end portion of the first sub-protruding portion212in the direction opposite to the first direction X of one first guide portion210and aside surface of the first main protruding portion211in the direction opposite to the second direction Y of another first guide portion210that is disposed adjacent to the one first guide portion210in the second direction Y. The third width a3may refer to the largest width measured in the second direction Y in the first sub-edge receiving portion PC11. The third width a3may have a larger value than each of the first width a1and the second width a2, but the present disclosure is not limited thereto. The first edge receiving portion PC1may have the fourth width a4between the one side end portion of the second sub-protruding portion213in the first direction X of one first guide portion210and the one side surface of the first main protruding portion211in the second direction Y of another first guide portion210that is disposed adjacent to the other side of the one first guide portion210in the second direction Y. The fourth width a4may refer to the largest width measured in the second direction Y in the second sub-edge receiving portion PC12. The fourth width a4may have substantially the same value as the third width a3, but the present disclosure is not limited thereto. Also, like the third width a3, the fourth width a4may have a larger value than each of the first width a1and the second width a2. The first edge receiving portion PC1may have the fifth width a5between a virtual tangent plane of the protruding end portion of the first sub-protruding portion212of one first guide portion210and a virtual tangent plane of the protruding end portion of the second sub-protruding portion213of another first guide portion210that is disposed adjacent to the one side of the one first guide portion210in the second direction Y. In other words, the fifth width a5may refer to a gap in the second direction Y between the first sub-protruding portion212and the second sub-protruding portion213that are opposite to each other. The thickness t1of the cover glass1000loaded on the receiving portion RA may at least be less than or equal to the fifth width a5. The fifth width a5may be less than each of the first to fourth widths a1to a4. The fifth width a5may also be less than each of the sixth to eighth widths a6to a8which will be described below. That is, the fifth width a5may be less than any gap measured between the first guide portions210adjacent to each other. The tray10according to an embodiment may be manufactured through vacuum forming using a mold. When processing the mold for manufacturing the tray10, a minimum processing width may be present. For example, the minimum processing width may be about 2.5 mm. However, through the structure including the first sub-protruding portion212and the second sub-protruding portion213that are opposite to each other and alternately disposed, the tray10according to an embodiment may secure the fifth width a5that has a smaller value than the minimum processing width. In a case in which a gap between the cover glass1000and the tray10is large, when the cover glass1000is loaded on the tray10to be stored or transported, the cover glass1000may be damaged due to external impact. Therefore, even when the cover glass1000loaded on the tray10according to an embodiment has the thickness t1smaller than the minimum processing width, since damage to the cover glass1000due to the gap does not occur, the cover glass1000may be stably loaded. The first edge receiving portion PC1may have the sixth width a6between a virtual plane that extends from the other side surface of the first main protruding portion211in the second direction Y of one first guide portion210and a virtual plane that extends from the one side surface of the first main protruding portion211in the second direction Y of another first guide portion210that is disposed adjacent to the other side of the one first guide portion210in the second direction Y. In other words, the sixth width a6may refer to a separation distance between the first main protruding portions211of the first guide portions210adjacent to each other. The first edge receiving portion PC1may have the seventh width a7as the shortest distance between the first sub-protruding portion212and the second sub-protruding portion213. The width a7may be less than or equal to each of the first width a1and the second width a2, but the present disclosure is not limited thereto. In the first edge receiving portion PC1, the protruding end portion of the first sub-protruding portion212and the protruding end portion of the second sub-protruding portion213may be spaced apart by as much as the eighth width a8in the first direction X. The second edge receiving portion PC2is a space between the second guide portions220adjacent to each other and may be defined by the second guide portions220adjacent to each other and the separation wall400connected to the second guide portions220. Similar to the above-described relationship between the first guide portion210and the second guide portion220, the second edge receiving portion PC2may have a structure symmetrical to the first edge receiving portion PC1with respect to a virtual line that extends in the second direction Y and divides the first partition portion310, which is disposed between the first guide portion210and the second guide portion220, into two equal portions. The second edge receiving portion PC2may include a fourth sub-edge receiving portion PC21that is defined at a position in the direction opposite to the first direction X (i.e., the direction to the left inFIG.10) from the separation wall400and corresponds to an area up to the protruding end portion of the third sub-protruding portion222. The second edge receiving portion PC2may also include a fifth sub-edge receiving portion PC22that is defined at a position in the first direction X from the protruding end portion of the second main protruding portion221and corresponds to an area up to the protruding end portion of the fourth sub-protruding portion223. The second edge receiving portion PC2may also include a sixth sub-edge receiving portion PC23that is defined between the fourth sub-edge receiving portion PC21and the fifth sub-edge receiving portion PC22. In the second edge receiving portion PC2, the sixth sub-edge receiving portion PC23may correspond to an area from the protruding end portion of the third sub-protruding portion222to the protruding end portion of the fourth sub-protruding portion223in the first direction X. The fourth sub-edge receiving portion PC21may have a structure symmetrical to the first sub-edge receiving portion PC11, the fifth sub-edge receiving portion PC22may have a structure symmetrical to the second sub-edge receiving portion PC12, and the sixth sub-edge receiving portion PC23may have a structure symmetrical to the third sub-edge receiving portion PC13. Therefore, since the description relating to the fourth to sixth sub-edge receiving portions PC21, PC22, and PC23is substantially the same as the description relating to the first to third sub-edge receiving portions PC11, PC12, and PC13except that the directions are reversed, additional description thereof will be omitted. Since the description relating to first to eighth widths bl to b8of the second edge receiving portion PC2is also substantially the same as the description relating to the first to eighth widths a1to a8of the first edge receiving portion PC1, additional description thereof will be omitted. The second receiving portion RA2may have a structure symmetrical to the first receiving portion RA1with respect to a virtual line that extends in the second direction Y and divides the separation wall400into two equal portions. Also, the third guide portion230may have substantially the same structure as the first guide portion210and may have a structure symmetrical to the second guide portion220with respect to a virtual line that extends in the second direction Y and divides the separation wall400into two equal portions. The fourth guide portion240may have substantially the same structure as the second guide portion220and may have a structure symmetrical to the first guide portion210with respect to the virtual line that extends in the second direction Y and divides the separation wall400into two equal portions. Since the tray10according to an embodiment includes the first guide portion210including the first sub-protruding portion212and the second sub-protruding portion213that are opposite to each other and alternately disposed and includes the second guide portion220including the third sub-protruding portion222and the fourth sub-protruding portion223, even when the thickness of the cover glass1000loaded on the tray10is small, the cover glass1000may be stably loaded thereon. Specifically, the gap between the guide portion200and the cover glass1000may be reduced to minimize damage to the cover glass1000during storage and transportation of the cover glass1000loaded on the tray10. Also, the tray10according to an embodiment may secure the edge receiving portion PC to prevent damage to the print layer1200of the cover glass1000loaded on the tray10. FIG.11is a cross-sectional view taken along line X-X′ ofFIG.8. Referring toFIG.11, the tray10according to an embodiment may not include an undercut structure that hinders removing the product from a mold. The tray10may be manufactured through forming using a mold. For example, the tray10may be manufactured through vacuum forming. When separating the tray10from the mold during the process of manufacturing the tray10through vacuum forming, the separating may not be easy when the tray10includes an undercut structure. Specifically, an angle θ between the bottom surface of the main body portion100of the tray10and the sidewall of the guide portion200may be larger than or equal to about 90 degrees (°). An angle (not illustrated) between the bottom surface of the main body portion100and the inner side surface of the sidewall OW and an angle (not illustrated) between the bottom surface of the main body portion100and the sidewall of the partition portion300may also be larger than or equal to about 90°. Also, an inner width of the edge receiving portion PC may be maintained to be the same or may gradually increase upward from the bottom surface of the main body portion100. However, the present disclosure is not limited thereto, and forcibly removing the tray10from the mold may be possible according to a material constituting the tray10, or when a mold including a slide core is used, the angle (not illustrated) between the bottom surface of the main body portion100and the inner side surface of the sidewall OW and the angle (not illustrated) between the bottom surface of the main body portion100and the sidewall of the partition portion300as well as the angle θ between the bottom surface of the main body portion100of the tray10and the sidewall of the guide portion200may be less than about 90°. Also, the edge receiving portion PC may include a section in which an inner width decreases upward from the bottom surface of the main body portion100. In the case of the tray10in which the angle θ between the bottom surface of the main body portion100of the tray10and the sidewall of the guide portion200is larger than or equal to about 90° and the inner width of the edge receiving portion PC is maintained to be the same or gradually increases upward from the bottom surface of the main body portion100, since the tray10does not include an undercut structure, the tray10may be easily separated from the mold during the process of manufacturing the tray10. Moreover, since the tray10may be manufactured using a mold having a relatively simple structure, the manufacturing cost may be reduced. Hereinafter, the tray10according to another embodiment will be described. In the following description, description of configurations identical to those described above in relation to the previous embodiment will be omitted or simplified, and differences from the previous embodiment will be mainly described. FIG.12is an enlarged view of a portion of the tray according to another embodiment. Referring toFIG.12, a tray10_1according to the present embodiment is different from the tray10according to the previous embodiment in that the tray10_1includes a second sub-protruding portion213_1having a different shape. In the present embodiment, the second sub-protruding portion2131may be disposed to protrude from the protruding end portion of the first main protruding portion211in the direction opposite to the second direction Y. The second sub-protruding portion213_1may have a structure in which a thickness gradually decreases from the protruding end portion of the first main protruding portion211toward the fourth sidewall OW4. Here, the thickness of the second sub-protruding portion213_1may refer to a thickness in the second direction Y. That is, the protruding end portion of the second sub-protruding portion213_1may be aligned with the protruding end portion of the first main protruding portion211in the second direction Y. Also, in the first edge receiving portion PC1, a second width a2_1between the protruding end portion of the second sub-protruding portion213_1of one first guide portion2101and the one side surface of the first main protruding portion211in the second direction Y of another first guide portion210_1that is disposed adjacent to the other side of the one first guide portion210_1in the second direction Y may be substantially the same as a fourth width a4_1between one side end portion of the second sub-protruding portion213_1in the first direction X of one first guide portion210_1and the one side surface of the first main protruding portion211in the second direction Y of another first guide portion210_1that is disposed adjacent to the other side of the one first guide portion210_1in the second direction Y in the first edge receiving portion PC1. Also, the first edge receiving portion PC1may include the first sub-edge receiving portion PC11that is defined at a position in the first direction X from the fourth sidewall OW4and corresponds to the area up to the protruding end portion of the first sub-protruding portion212. The first edge receiving portion PC1may also include a second sub-edge receiving portion PC12_1that is defined at a position in the direction opposite to the first direction X from the protruding end portion of the second sub-protruding portion213_1and corresponds to the area up to the protruding end portion of the first sub-protruding portion212. Since the tray10_1according to the present embodiment includes the first guide portion2101including the first sub-protruding portion212and the second sub-protruding portion213_1that are opposite to each other and alternately disposed, even when the thickness of the cover glass1000loaded on the tray10_1is small, the cover glass1000may be stably loaded thereon. Specifically, the gap between the guide portion200and the cover glass1000may be reduced to minimize damage to the cover glass1000during storage and transportation of the cover glass1000loaded on the tray10_1. Also, the tray10_1according to the present embodiment may secure the edge receiving portion PC to prevent damage to the print layer1200of the cover glass1000loaded on the tray10_1. Furthermore, since the tray101according to the present embodiment includes the second sub-protruding portion213_1of which the protruding end portion is aligned with the protruding end portion of the first main protruding portion211, the space for loading the cover glass1000may be more easily adjusted. That is, since the second sub-protruding portion213_1is disposed further inward in the tray101, designing the mold for manufacturing the tray10_1may be facilitated. FIG.13is an enlarged view of a portion of the tray according to still another embodiment. Referring toFIG.13, a tray10_2according to the present embodiment is different from the tray10according to the previous embodiment in that the tray10_2includes a first sub-protruding portion212_2having a different shape. In the present embodiment, a thickness of the first sub-protruding portion212_2at one side (i.e., left side) in the first direction X may be larger than a thickness thereof at the other side (i.e., right side) in the direction opposite to the first direction X. Here, the thickness of the first sub-protruding portion2122may refer to a thickness in the second direction Y. Therefore, the side end portion of the first sub-protruding portion212_2in the direction opposite to the first direction X may have a shape that is more recessed in the direction opposite to the second direction Y than the side surface of the first main protruding portion211at the one side in the second direction Y. In the first edge receiving portion PC1_2, a third width a3_2in the second direction Y between an end portion of the first sub-protruding portion212_2in the direction opposite to the first direction X of one first guide portion210_2and a side surface of the first main protruding portion211, in the direction opposite to the second direction Y, of another first guide portion210_2that is disposed adjacent to the one first guide portion210_2in the second direction Y may be larger than the fourth width a4in the second direction Y between the one side end portion of the second sub-protruding portion213in the first direction X of one first guide portion210_2and the one side surface of the first main protruding portion211of another first guide portion210_2that is disposed adjacent to the one first guide portion210_2in the direction opposite to the second direction Y in the first edge receiving portion PC1. Also, in the present embodiment, a first edge receiving portion PC1_2may include a first sub-edge receiving portion PC11_2that is defined at a position in the first direction X from the fourth sidewall OW4and corresponds to the area up to the protruding end portion of the first sub-protruding portion212_2. The first edge receiving portion PC1_2may also include the second sub-edge receiving portion PC12that is defined at a position in the direction opposite to the first direction X from the protruding end portion of the first main protruding portion211and corresponds to the area up to the protruding end portion of the second sub-protruding portion213. The first edge receiving portion PC1_2may also include the third sub-edge receiving portion PC13that is defined between the first sub-edge receiving portion PC11_2and the second sub-edge receiving portion PC12. The third sub-edge receiving portion PC13may correspond to an area from the protruding end portion of the first sub-protruding portion212_2to the protruding end portion of the second sub-protruding portion213in the first direction X in the first edge receiving portion PC1. The first sub-edge receiving portion PC11_2may include a wider space than each of the second and third sub-edge receiving portions PC12and PC13. Therefore, when the cover glass1000is loaded on the tray10_2, the print layer1200disposed on the first sub-edge receiving portion PC11_2may be more effectively protected. Since the tray10_2according to the present embodiment includes the first guide portion2102including the first sub-protruding portion212_2and the second sub-protruding portion213that are opposite to each other and alternately disposed, even when the thickness of the cover glass1000loaded on the tray10_2is small, the cover glass1000may be stably loaded thereon. Specifically, the gap between the guide portion200and the cover glass1000may be reduced to minimize damage to the cover glass1000during storage and transportation of the cover glass1000loaded on the tray10_2. Also, the tray10_2according to the present embodiment may secure the edge receiving portion PC to prevent damage to the print layer1200of the cover glass1000loaded on the tray102. Furthermore, since the tray10_2according to the present embodiment secures the first sub-edge receiving portion PC11_2including a wider space, when the cover glass1000is loaded on the tray10_2, the print layer1200disposed on the first sub-edge receiving portion PC11_2may be more effectively protected. For example, the tray10_2according to the present embodiment may effectively protect the print layer1200regardless of whether the print layer1200is disposed to face the second direction Y or the direction opposite to the second direction Y. FIG.14is an enlarged view of a portion of the tray according to yet another embodiment. Referring toFIG.14, a tray10_3according to the present embodiment is different from the tray10according to the previous embodiment in that the tray10_3includes a first sub-protruding portion212_3having a different shape. The first sub-protruding portion2123may have a shape in which a thickness in the second direction Y increases in the first direction X and then decreases. The first sub-protruding portion212_3may have a symmetrical structure with respect to a virtual line that passes through a protruding end portion thereof and extends in the second direction Y. Therefore, an area disposed between the fourth sidewall OW4and the other side end portion of the first sub-protruding portion2123in the first direction X may be aligned with the one side surface of the first main protruding portion211in the second direction Y. In the first edge receiving portion PC1_3, a third width a3_3in the second direction Y between an end portion of the first sub-protruding portion2123in the direction opposite to the first direction X of one first guide portion210_3and a side surface of the first main protruding portion211, in the direction opposite to the second direction Y, of another first guide portion210_3that is disposed adjacent to the one first guide portion210_3in the second direction Y may be substantially the same as the sixth width a6in the second direction Y between the virtual plane that extends from the side surface of the first main protruding portion211in the direction opposite to the second direction Y of one first guide portion210_3and the virtual plane that extends from the side surface of the first main protruding portion211in the second direction Y of another first guide portion210_3that is disposed adjacent to the side of the one first guide portion210_3in the direction opposite to the second direction Y in the first edge receiving portion PC1. Also, in the present embodiment, a first edge receiving portion PC1_3may include a first sub-edge receiving portion PC11_3that is defined at a position in the first direction X from the fourth sidewall OW4and corresponds to the area up to the protruding end portion of the first sub-protruding portion212_3. The first edge receiving portion PC1_3may also include the second sub-edge receiving portion PC12that is defined at a position in the direction opposite to the first direction X from the protruding end portion of the first main protruding portion211and corresponds to the area up to the protruding end portion of the second sub-protruding portion213. The first edge receiving portion PC1_3may also include the third sub-edge receiving portion PC13that is defined between the first sub-edge receiving portion PC11_3and the second sub-edge receiving portion PC12. The third sub-edge receiving portion PC13may correspond to an area from the protruding end portion of the first sub-protruding portion212_3to the protruding end portion of the second sub-protruding portion213in the first direction X in the first edge receiving portion PC1_3. The first sub-edge receiving portion PC11_3may include a wider space than each of the second and third sub-edge receiving portions PC12and PC13. Therefore, when the cover glass1000is loaded on the tray10_3, the print layer1200disposed on the first sub-edge receiving portion PC11_3may be more effectively protected. Since the tray10_3according to the present embodiment includes the first guide portion210_3including the first sub-protruding portion212_3and the second sub-protruding portion213that are opposite to each other and alternately disposed, even when the thickness of the cover glass1000loaded on the tray10_3is small, the cover glass1000may be stably loaded thereon. Specifically, the gap between the guide portion200and the cover glass1000may be reduced to minimize damage to the cover glass1000during storage and transportation of the cover glass1000loaded on the tray10_3. Also, the tray10_3according to the present embodiment may secure the edge receiving portion PC to prevent damage to the print layer1200of the cover glass1000loaded on the tray103. Furthermore, since the tray10_3according to the present embodiment secures the first sub-edge receiving portion PC11_3including a wider space, when the cover glass1000is loaded on the tray10_3, the print layer1200disposed on the first sub-edge receiving portion PC11_3may be more effectively protected. For example, the tray10_3according to the present embodiment may effectively protect the print layer1200regardless of whether the print layer1200is disposed to face the second direction Y or the direction opposite to the second direction Y. FIG.15is an enlarged view of a portion of the tray according to yet another embodiment. Referring toFIG.15, a tray10_4according to the present embodiment is different from the tray10according to the previous embodiment in that a first edge receiving portion PC1_4and a second edge receiving portion PC2_4are in point symmetry to each other with respect to a midpoint of the first center receiving portion CR1in a plan view. In the tray10_4according to the present embodiment, since the first edge receiving portion PC1_4and the second edge receiving portion PC2_4are in point symmetry to each other as described above, a space in which the cover glass1000may be partially rotated while loaded on the tray10_4may be provided to be larger than that in the tray10according to the previous embodiment. Therefore, it may be easier to load the cover glass1000on the tray10_4or to detach the cover glass1000from the tray10_4. Since the tray10_4according to the present embodiment includes a first guide portion210_4including a first sub-protruding portion and the second sub-protruding portion that are opposite to each other and alternately disposed, even when the thickness of the cover glass1000loaded on the tray10_4is small, the cover glass1000may be stably loaded thereon. Specifically, the gap between the guide portion200and the cover glass1000may be reduced to minimize damage to the cover glass1000during storage and transportation of the cover glass1000loaded on the tray10_4. Also, the tray10_4according to the present embodiment may secure the edge receiving portion PC_4to prevent damage to the print layer1200of the cover glass1000loaded on the tray104. Furthermore, since the tray104according to the present embodiment includes the first edge receiving portion PC1_4and the second edge receiving portion PC2_4that are in point symmetry to each other with respect to the midpoint of the first center receiving portion CR1in a plan view, the process of loading the cover glass1000on the tray10_4or detaching the cover glass1000from the tray10_4may be easily performed. According to an embodiment, a tray allows a cover glass to be stably loaded through a plurality of guide portions that are arranged alternately and include a protruding shape. Also, the tray includes an edge receiving portion separately provided on one side of the guide portion to prevent damage to a print layer formed on the cover glass. Advantageous effects according to the embodiments are not limited to those mentioned above, and various other advantageous effects are incorporated herein. In concluding the detailed description, those skilled in the art will appreciate that many variations and modifications can be made to the preferred embodiments without substantially departing from the principles of the present invention. Therefore, the disclosed preferred embodiments of the invention are used in a generic and descriptive sense only and not for purposes of limitation. | 75,251 |
11858691 | DETAILED DESCRIPTION OF THE INVENTION In the method of the present invention, what is provided is a heat sealing method that does not substantially damage the strength of the polypropylene fabric yet still gets a final joint strength equal to or exceeding the strength of the current sewing methods. During testing, products produced using the method of the present invention have achieved joint strengths of 90 to 102% of the strength of the polypropylene fabrics which is considerably above the joint strengths of seams achieved through sewing. In an embodiment of the present invention, the invention will aid and enable the automation of bulk bag production, thus freeing up the location of factories around the world. Due to the improved joint strength, this invention will enable the use of thinner materials to accomplish the lifting of similar weights. In an embodiment of the present invention, a suitable coating, for example VERSIFY™ 3000, a product produced by The Dow Chemical Company is applied to the polypropylene fabrics or similar fabrics, and provides up to 240 lbs of hold or grip per lineal inch (4,286 kilogram/meter) (to the polypropylene fabric from a heat seal of 1½ inches (3.81 cm) across the joint area. In another embodiment, a coating, for example VERSIFY™ 3000, a product produced by The Dow Chemical Company is applied to the polypropylene fabrics or similar fabrics, and provides up to 200 lbs of hold or grip per lineal inch (3,572 kilogram/meter). In a preferred embodiment, the coating has a melting point which is lower than the melting point of the fabrics being joined together. The method of heat sealing is an improvement over the known art in the woven fabrics industry today. A suitable coating may be a propylene plastomer and elastomer, for example Versify™ 3000. The coating may contain for example 50% to 90% polypropylene based polymer and 10%-50% polyethylene, by weight. In a coating to be used in a preferred method of the present invention for heat joining polypropylene fabric, one can use 10-99%, preferably 20-95%, more preferably 30-95%, and most preferably 75-90% propylene plastomers, elastomers, or combinations thereof; one can use 0-5% additives for color, anti-static, or other purposes (these do not materially affect the performance of the coating, and are typically minimized as they are more expensive than the propylene and polyethylene); the balance is preferably polyethylene plastomers, elastomers, or combinations thereof. Preferably, the propylene plastomers, elastomers, or combinations thereof have a density of 0.915 to 0.80 grams per cc, and more preferably 0.905 to 0.80 grams per cc. Preferably, the polyethylene plastomers, elastomers, or combinations thereof have a density of 0.91 to 0.925 grams per cc. Typically, one should use at least 5% low density polyethylene to make the coating run, and preferably at least 10%. Example In a preferred embodiment of the present invention, the fabrics are only being heated to the melting point of the coating which is lower than the melting point of the fabrics being joined together. In a preferred embodiment of the present invention, the joining temperatures are at least 5 degrees less than the melting point of the polypropylene fabrics to be joined. Different polypropylene fabrics will have different melting points, and in an embodiment of the method of the present invention, the joining temperatures are at least 5 degrees less than the melting point of the particular polypropylene fabrics to be joined. An example polypropylene fabric may have a melting point of 320 degrees Fahrenheit (176.7 degrees Celsius), and thus in an embodiment of the present invention, the coating will be heated to 315 degrees Fahrenheit (157.22 degrees Celsius). By using a lower heat than the polypropylene fabrics, the method of the present invention does not damage or reduce the strength of the fabric as typically happens when using the prior art high heat formulas for heat welding. Further, in an embodiment of the present invention, the clamping pressure used to make the seal is designed to be low enough (for example 7 psi (48 kilopascal)) to leave the coating largely in place and the materials to be joined, largely separated by the coatings. Clamping pressures may also be lower, for example under 2 psi (13.8 kilopascal). Typically in the prior art heat sealing methods, the clamping process is designed to purposefully melt and push aside any coatings on the fabric and join the fabric yarns directly. When any part of the fabric yarns are heated to and past their melting point and that is combined with high pressure (for example 20 psi (137.9 kilopascal)), the yarns are thinned out, weakened and partially crystallized. It is an objective of the present invention to heat fuse fabrics together. In a preferred embodiment of the present invention, fabrics are not being heated up past their melting points, which is useful in preventing degradation of the strength of the fabric. In a preferred embodiment of the present invention, the fabrics are only being heated to the melting point of the coating which is lower than the melting point of the fabrics being joined together. In an embodiment of the present invention, the joining temperatures are at least 5 degrees less than the melting point of the polypropylene fabrics to be joined. Different polypropylene fabrics will have different melting points, and in an embodiment of the method of the present invention, the joining temperatures are at least 5 degrees less than the melting point of the polypropylene fabrics to be joined. (An example polypropylene fabric may have a melting point of 320 degrees Fahrenheit (176.7 degrees Celsius), and thus in an embodiment of the present invention, the coating will be heated to 315 degrees Fahrenheit (157.22 degrees Celsius)). By using a lower heat than the polypropylene fabrics, the method of the present invention does not damage or reduce the strength of the fabric as typically happens when using the prior art high heat formulas for heat welding. Further, in an embodiment of the present invention, the clamping pressure used to make the seal is designed to be low enough (for example 7 psi (48 kilopascal)) to leave the coating largely in place and the materials to be joined, largely separated by the coatings. Clamping pressures may also be lower, for example under 2 psi (13.8 kilopascal). Typically in the prior art heat sealing methods, the clamping process of the prior art is designed to purposefully melt and push aside any coatings on the fabric and join the fabric yarns directly. Naturally, when any part of the fabric yarns are heated to and past their melting point and that is combined with high pressure (for example 20 psi (137.9 kilopascal)), the yarns are thinned out, weakened and partially crystallized. In the present invention, using low heat and low pressure, only the coating itself is being joined. This leaves the fabric completely undamaged and unweakened. In fact, the strength of the coating now can add to the overall joint strength rather than being squeezed out in the current methods. With the resulting joint strengths, the present invention enables lifting of higher weights with less material, than can be done with the prior art methods of sewing fabrics together. As previously, discussed, in a preferred embodiment, the coating materials have a melting point lower than the fabrics to be joined. In a preferred embodiment, the coating materials in the process may be any suitable material or materials which may be used to successfully carry out the process, and could be selected from a range of coating materials. A suitable coating, for example, may be a propylene plastomer and elastomer, for example VERSIFY™ 3000, a product produced by The Dow Chemical Company. A suitable coating may contain 50% to 90% polypropylene based polymer and 10%-50% polyethylene, by weight. VERSIFY™ is a registered trademark of The Dow Chemical Company for propylene-ethylene copolymers used as raw materials in the manufacture of films, fibers and a wide variety of molded plastic objects; propylene-ethylene copolymers used as raw materials in the manufacture of compounds to make coated fabrics, artificial leather, soft touch grips, shoe stiffeners and flexible roofing membranes. In a preferred embodiment of the present invention, the method would utilize a mixture of a minimum of 70% pure VERSIFY™ 3000 and 25% Polyethylene and 5% of additives such as UV protection and colors. Using 100% pure VERSIFY™ 3000, the method of the present invention achieved up to 96% to 102% joint efficiency in a shear joint tensile test, while at 70% VERSIFY™ 3000, 91% to 95% joint efficiency has been obtained in the same test. (The resulting percentages are based on the average strength of the fabric tested. There is generally approximately a 5% variable strength in any section of fabric tested.) Turning now to the figures, the charts shown inFIGS.1-2, illustrate comparative data and results from testing performed on seams made for bulk bag construction using both the standard sewing seam methods on both weft and warp direction yarns of the fabric. They are several ways to make prior art seams in the bulk bag industry. InFIGS.3-4, the most common seams are depicted. FIG.3depicts a simple sewn seam. InFIG.3, fabric13is shown, with sewing stich seam11, and fabric fold15, wherein fabric is folded back on itself to create a seam. As shown, the simple seam is just a folding back of the two pieces of fabric to be stitched together. This simple seam prevents the interlocking weave from simply slipping off the edge of the fabric under the extreme pressures that are often found in bulk bag usage. This seam generally creates about a 58% joint strength. FIG.4depicts a pre-hemmed seam, which is created by not only folding the fabric back prior to making the joint, but by sewing the folded back portion of the fabric to itself.FIG.4shows fabric13with sewing stitch seam11and stitch to hold the hem12, wherein the folded back portion is sewn to the fabric itself. This extra step generally creates a seam with an average strength of 63%. 63% over 58% is a strength increase of 8.5%. Even though there is extra labor to hem the fabrics, a strength increase gain of this size is often considered important in the industry. After the bag is made and filled, the pre-hemmed seam will be in the position shown inFIG.5.FIG.5depicts heat seal joint14. This means that the majority of the time, the seam is basically in a peel position whose strength is largely determined by the strength of the thread being used. But when seams are able to withstand forces only equal to 63% of the fabrics, then the fabrics must be overbuilt to take into account the seam's inefficiency. When labor is taken into account as well, it is easily seen that the sewing operation is a very large factor in determining the final cost of making bulk bags. Taking the same fabrics, and using the fusion heat seal seam method of the present invention, the graph shown inFIG.6shows that the seam strengths achieved, over 4 sets of tests, averaged 95.75% strength retention. This is a significant increase of strength retention with these fabrics. When 95% of the original strength is being maintained through the fabric connections, equal fabrics may be used to carry heavier loads, or less fabric can be used to carry the same load. An embodiment of the present invention thus may provide a 50% gain in strength over the sewn seams. The fusion heat seal seam not only creates a stronger seal, but it does it in a significantly different manner. The fusion heat seal seam of the present invention enables new bulk bag designs that will be able fill the needs of the bulk bag industry. In the prior art, due to the nature of sewing machines and the size of bulk bags, the vast majority of seams must be sewn in an edge to edge peel position. The throat of a sewing machine is not big enough to easily allow an entire bulk bag to pass through the throat of the machine. Therefore, sewing is typically designed to place all seams in an edge to edge position as shown inFIG.9.FIG.7depicts a fusion heat seal seam16of the fusion heat seal bag10.FIG.8illustrates a prior art sewn seam11. Once a sewn seam prior art bag is made and filled, the sewn seam then is put into a peel position that depends entirely on the strength of the combination of the thread and needle punctured fabrics. InFIG.10, you can see the positions of the fabric as it was stitched by the machine above inFIG.9. Stitch seam11is shown stitching together bag sidewall17and bag bottom wall18. Fabric folds15are positioned so that fabric fold15of sidewall17is in contact with fabric fold15of bottom wall18. InFIG.11, the position of the stitch and fabric when the bag is in use are shown. Sewn stitch11and joint14are shown, wherein sidewall17and bottom wall18are attached. The fabric folds15of each wall17,18are shown in an interior of the bag. Typically, a minimal fabric fold15will be 2 inches (5.08 cm) in depth on each side. This means the average sewn seam has 4 inches (10.16 cm) of doubled fabrics. The fusion heat seal seam of the present invention is formed by over-lapping the fabrics to give the seal a wide shear area for strength. In an embodiment of the present invention, the fusion seam will get 95% of the original fabric strength. In a preferred embodiment, there will be an overlap of 1½ to 2 inches (3.81 cm to 5.08 cm). This saves a minimum of 2 inches (5.08 cm) of fabric in every joint as the prior art sewn method has 2 inches of doubled fabric layers on both sides of the seam. FIG.12depicts a fusion heat seal seam of the present invention. InFIG.12, fabric13is shown as a dark line. Coating or lamination19of the fabrics is shown as a dotted line. Line20depicts the sealed or joined area of fabric, which may be 1½ to 2 inches (3.81 cm to 5.08 cm). In an embodiment of the present invention the width of the overlap can be much smaller, for example 0.5 inches (1.25 cm) to save even more fabrics. It is preferable, that the seams be sealed in a manner that no graspable edge be left on any exterior seams of the bag. This will discourage any attempt to rip the seal open in the peel position which is the weak direction of the fusion joint. In an embodiment of the present invention, the preferred method is to overlap the fabrics only 1½ inches (3.81 cm) and center this under a 2 inch (1.25 cm) wide, for example, seal bar21as shown inFIG.13. InFIG.13, line20depicts the sealed area, which may be 1½ inches (3.81 cm) wide. This intentionally leaves a ¼ inch (0.64 cm) gap or transitional area, represented by arrow22, on either side of the joint or sealed area20. This insures that the ending edges of the two halves of the seal are sealed to the very edge. This leaves no graspable edge to create an easily peelable area. The ¼ inch (0.64 cm) transitional area is small enough to prevent damaging heat from overcoming the smaller material volume of the single layer and allows for some small misplacement of the fabric edge lineup. In an embodiment of the method of the present invention, a pulse heat process is used. By using impulse heat, the top temperature can be controlled and held to a desired amount of heat for a desired amount of time. This then allows the process to bring the material temperatures up to the desired level without going so high as to damage the fabrics but to also hold it there long enough to allow a thorough and even heating of the joint area. It is, also, useful to the process to keep equal amounts of materials under the seal at all times. The impulse heat process is injecting equal heat throughout the sealing process. If an uneven amount of materials under the seal bar is too diverse, then areas with less materials may absorb more heat than desired and material damage can occur. InFIG.12, with only a single seal being made, the amount of heat applied is minimal enough that the ¼ inch (0.64 cm) transitional area or gap22allows enough heat dissipation to provide a very good seal without damage to surrounding materials. An embodiment of the present invention involves stacking this process and creating multiple seals simultaneously. When stacking the process, placement of materials should be considered and keeping material amounts equal throughout will enable safe repeatability of the sealing process. What has been described and shown so far is the difference between sewing seams and heat sealing to make a simple seam using polypropylene fabrics. Hereafter, the construction of bulk bags, that may routinely carry one ton of dry flowable materials, for example, will be discussed. An objective of the present invention is to find ways to reduce the cost of making a product commonly called by several names. These names include bulk bags, Flexible Intermediate Bulk Containers, FIBC's, Big Bags or even Super Sacks (a trademark name of B.A.G. Corporation). Herein the product has been and will be referred to mostly as bulk bags. The present invention has useful applications with bulk bag production, and is also useful to a number of other packages or products, for example smaller bags used to carry 25 to 100 pounds (11 to 45 kilograms). Other products that will benefit from the present invention include products stored or transported in flexible fabric packaging, wherein a sterile and air tight package is preferred. Current bulk bag technology, using sewing machines typically travels stitch by stitch around every inch (centimeter) of seam on every part of the bag on an individual basis. In an embodiment of the present invention, the invention will simplify this process to create a productive system that can seal or join the fill spout to the top sheet, the top sheet to the bag body, the bottom sheet to the bag body, and the bottom discharge spout to the bottom sheet in a single moment or step. This eliminates a tremendous amount of labor and time. Further, in an embodiment of the present invention each heat sealed seam may be approximately 50% stronger than the sewn seam. Because each joint requires less fabric than the sewn seam, the present invention enables production of a fabric bag that is demonstrably less expensive and more economical to make. Use of heat sealing is known in the art. No matter what the shape of the seal to be made is, heat bars can be shaped to accomplish that seal and that shape. In an embodiment of the present invention, a square formed heat bar and structures to hold the fabric in place to allow the joining of the bottom of the bag to the sidewalls will be used to make a joint. Such equipment, however, may be large, bulky and expensive. Additional steps to complete the product and machines may be needed. In an embodiment of the present invention, the method comprises using the fusion heat sealing method of the present invention for production of bulk bags, wherein individual joints are sealed sequentially, one after another. In another embodiment of the present invention, fewer steps and machines are used in fusion heat sealing a bulk bag. An objective of the present invention, is to simplify the number of steps when producing a bulk bag, as compared to prior art sewing methods. There are many prior art designs in the bulk bag market but most of these designs fall into two basic categories. The body of the bag may be made from numerous pieces of flat panels sewn together or the body of the bag may be made from a single piece of tubular fabric that has no vertical seams. All of the basic designs can be made using the system of the present invention. A preferred embodiment of the present invention will start with a tubular woven body. Many bulk bags have a fill spout, a top panel, a circular woven body panel, a bottom panel and a discharge spout. The two spouts can be made with tubular fabric with no seams. The body of the bag may be made as tubular fabric with no seams. The top and bottom panels are generally square flat panels with a hole cut into them to accommodate the spouts that must be attached to them.FIG.14depicts a fill or discharge spout23. Line24represents, for example, a 22 inch width for a (55.88 cm) spout tube, lying flat. Line25represents, for example, a 18 inch (45.72 cm) long fill or discharge spout. FIG.15depicts example top or bottom panels26. InFIG.15, the top or bottom panel26is relatively square with sides being 41 inches (104.14 cm) for example, as represented by lines29. Area30represents a connection area for the fill or discharge spout, with lines28being 11 inches (27.94 cm) for example. FIG.16depicts a tubular fabric27, without seams. Line31may represent a 45 inch (114.30 cm) height, for example, and line32may represent a 74 inch (187.96 cm) width, when the tubular fabric is lying flat. Thus,FIGS.14-16depict five potential pieces of fabric, a fill spout13, a discharge spout13, a top panel23, a bottom panel23, and a tubular fabric piece26. In an embodiment of the present invention, a bulk bag may be produced, using fusion heat seal process, in a single step. In a preferred embodiment, the fabric pieces will be gusseted and placed in position for the heat fusion sealing process. TheFIGS.17-20depict the final form of the fabrics in a preferred embodiment, just prior to making the basic bag. In a preferred embodiment the coating side of the fabrics is on the outside of the tubes and on the inside of the flat panels, so that the coatings will be facing each other when the bag is formed. These coating positions can be reversed and put inside of the tubes and outside of the flat panels for top and bottom, but since coating naturally comes on the outside of tubular fabric, the preferred method is the one shown in the drawings. FIGS.17-19depict folding the bulk bag parts prior to heat sealing in a single step. As shown inFIGS.17-19, the folded shape of every piece is basically the same shape.FIG.17depicts an end view of folded fill or discharge spouts23, wherein the coating or lamination19is on the outside. Line33depicts an 11 inch (27.94 cm) width area, for example.FIG.18illustrates an end view of top or bottom panels26wherein the coating or lamination19is on the inside. Line45depicts a 41 inch (104.14 cm) area, for example.FIG.19illustrates an end view of a folded tubular bag body27wherein the coating or lamination19is on the outside. Line46depicts a 37 inch (93.98 cm) area.FIG.20depicts a side view of a folded top and bottom, wherein coating19is on the inside. Dotted line34represents a future fold line. Corner slits35are also shown. Approximately a 45 degree angle may be formed. The folding arrangement as described above, enables each piece to fit inside or around the piece it will be connected to in the production process. Once the shapes are put together, the bag is ready to seal as shown inFIG.21. At each of the four fusion heat seal areas or joints41, the parts are positioned with the outer part having the coating19facing inward and the inner part having the coating19facing outward as shown inFIGS.22-23. This results in a total of 8 layers of fabric at all points from bottom to top. InFIGS.22-23, layers1-8are shown. Example; Connection of top to Body of bag. 1.Top layerTop Panelflat side2.Second layerBody Panelflat side3.Third LayerBody PanelGusset side4.Fourth layerTop PanelGusset Side5.Fifth layerTop PanelGusset Side6.Sixth LayerBody PanelGusset Side7.Seventh LayerBody PanelFlat Side8.Eighth LayerTop PanelFlat Side By lining up multiple layers in this fashion, heat fusion method of the present invention is able to completely join the top to the body panel in a single action. When the structure as depicted inFIGS.22-23is collapsed, the structure is always coating19to coating19for joint creation and fabric13to fabric13for not creating a joint. In the drawings the gussets may be positioned so as to fit together and during production, fabrics are collapsed to a flat condition. All four joints are made in the same manner. The method of the present invention using impulse sealing to make joints through multiple layers without exceeding the safe temperature limit, comprises controlled heating that will not rise above the desired level which is less than the melting point of the polypropylene fabric. In a preferred embodiment, in order to get the entire group of intended joints to the right temperature level without damaging the fabric strength, time will be employed to allow the required heat to become universal throughout the 8 layers of materials. Further, it will be useful if the heat mechanisms are mirrored on the top and bottom so that heat may need to travel only 50% of the total thickness. This process may also be achievable with one heating element by using a greater time for the heat to travel throughout the entire stack of fabrics. A preferred method uses heating elements on both top and bottom of the stack. In an embodiment of the present invention, a single machine with 4 heating elements on top and four heating elements on the bottom can effectively seal, in a single action, all four of the joints shown inFIG.21of the complete bag. The fabrics can be placed and positioned under the sealing mechanisms so that the heat sealing bars cover the area to be joined plus a ¼ inch (0.64 cm) overlap, for example, to enable sealing of all edges and to also make them ungraspable. In an embodiment of the present invention, the mechanisms can control heat, time and pressure. When this is done, the bags can be put together in a completely repeatable and dependable fashion with this stage of production requiring a single automatable machine. When making bulk bags in this manner, different sizes of bags can be made by simply changing the length of the body panel. This would require only the movement of two heating elements to match the new distance between the top and bottom panel attachments. The relationship or distance between the spout joints and the top and bottom panel would be unchanged. The method of the present invention may also be used to create different designs of bulk bags, for example baffle bags or bags with lifting loops, with heat fused seals or joints. This system eliminates the need for threads and the resulting contamination that often occurs when a cut piece of thread is left inside the bag. It reduces contamination from sewing machines coming into contact with various parts of the bag. It reduces human contact with the inner surfaces of the bag. Since the seams are solid without any needle holes, this system eliminates any need for sift-proofing that is often required for stitched bulk bags. The method of the present invention provides a bag that is nearly air tight. Due to the airtightness and the cleanliness, it is perceived that this production system may eliminate the need for polyethylene liners that are often added to the inside of the bulk bag for cleanliness and/or moisture control. This will reduce the amount of plastic used in the industry and therefore reduce the amount of materials eventually going into landfill. Notably all four of the seams shown in the preferred embodiment put the final seams in the sheer position to withstand the forces of the heavy weights that bulk bags carry. Further, the act of carrying the weight will always stress these seams in only the shear position. Thus, in the method of the present invention for automating production of flexible bags, packages or containers, it should be understood that this method would cover all kinds of flexible bags, packages or containers. As previously discussed, the bulk bag industry uses a highly oriented woven polypropylene fabric. This is based on a cost versus strength matrix. Polypropylene has historically been lower in cost per pound (kilogram) and historically stronger than similar polyethylene by about 30% in tensile strength. While it was always possible to use a thicker polyethylene material to make bulk bags, there has been limited interest in using that material due to the ensuing cost of getting the needed strength. Further, polyethylene fabrics have a lower melting point than polypropylene fabrics so once again, polypropylene has been a preferred material for nearly 40 years in this industry. Polypropylene is also a very inert material. It is unaffected by almost every chemical. This also makes it a good choice for making packaging bags. With all of these benefits for the industry, one area where polypropylene falls short of polyethylene, has been the result of polypropylene's inertness and its strength due to high levels of orientation. Because of this inertness, the entire industry has relied upon a physical connection of materials for the container construction. It has relied nearly 100% on sewing as the method of construction. One of the common alternate methods of connection to sewing that is automatable has been to use heat to form joints. When PE fabrics are used, this is very common. But polypropylene crystallizes at the level of heat needed to form a joint. This crystallization destroys the joint strength rendering this method previously unusable. There are currently no known methods of heat sealing polypropylene fabrics together that create usable seams for the construction of polypropylene bags such as bulk bags. As stated earlier, the sewing process is very labor intensive and very poorly suited for any form of automation. Sewing machines have very high speed parts moving to allow sewing stitches to be applied at thousands of stitches per minute. At these speeds, even if the machines were operated robotically, needles and threads are continually breaking and needing human repair to be put back into operation. Therefore, due to the inability to run without constant human support, the bulk bag industry has never been able to automate its production in an efficient and cost effective manner. This has led to the loss of all of these jobs to overseas plants located in low labor cost countries. Therefore, there is a need for an automatable system of bag construction that will reduce the high levels of labor currently required in the construction of bulk bags. This will allow the production to be positioned close to the end users and eliminate the extremely long lead times and high inventory needs that the industry suffers with under the current sewing construction methods. An embodiment of the method of this invention comprises a method of constructing woven fabric bags using a new and unique heat sealing method. Use of a heat sealing process is well known and quite common in the joining of woven polyethylene fabrics. It is commonly understood that a joint efficiency of 80% to 85% is an extremely good joint efficiency level. Many operations accept much lower joint efficiencies that range down into the 70's of the percentage of efficiencies. In the sewn seams, the efficiency is often only 65%. The strength of the polypropylene fabric takes these joint efficiencies into consideration when choosing the strength of the fabric that will be used in the construction of the final container. Current methods of heat sealing usually involve high enough heat and high enough applied pressure to melt the basic fabrics and join them together. This method purposefully, melts any applied coating and squeezes it aside through the high pressure levels so that the base woven materials can be joined together. This method has been successful, with polyethylene fabrics for example, for several decades. It was necessary because the strength being relied upon came from the woven fabrics. The coatings that were generally applied, were applied for the purpose of providing dust and/or moisture control. Because polypropylene is so inert, the coatings being applied had low attachment strength to the woven fabrics. Therefore, if they were to be used as the attachment point by welding the applied coatings together, the resulting strength would have no real relationship to the strength of the fabric. The resulting joint strength would only be related to the strength of the coating's attachment to the woven fabrics. When conducting testing with regard to the present invention, of making joints that relied on the strength of the coating's attachment using the present technology, results showed about a 27% joint efficiency on the particular strength of materials tested. In these tests, it was never the fabric that broke. It was always the coating detaching from the fabric that caused the joint to fail. In the present invention, a coating that can be applied in a standard extrusion coating method attaches so completely to the polypropylene fabrics that it is no longer necessary to apply high pressure that will squeeze the coating out from under the heated jaws of the sealing mechanism. In fact, by sealing under less than 10 psi (68.9 kilopascal), it is an objective of this invention to utilize the strength of the applied coating as part of the strength of the final heat seal. The fabric itself is nearly undamaged during this heat sealing method. In an embodiment of the present invention, only the coating is intended to be melted to create the joint. Tests results show achievement of over 90% joint strengths. Some tests results are running up as high as 100% of the strength of the coated materials that have not been sealed. However, the resulting strength of the joints many times exceeds the strength of the original fabric itself prior to it having been coated. Therefore in an embodiment of the method of the present invention, the method of heat sealing creates seams that are sometimes actually stronger than the original fabric before any process begins. Considering that the current methods are working with sewn seams that have a 65% joint efficiency, it is an objective of the present invention that this heat sealing method will makes heat joints with minimal damage to the original fabric and will allow not only lower costs through automation to reduce labor costs, but will provide many opportunities to reduce fabric weights and thicknesses while providing similar overall strengths through the higher seam efficiencies. An example would be as follows; if the sewn fabric had a tensile strength of 200 pounds per inch (3,572 kilograms/meter), after being sewn the seam would have a strength of 65% of the 200 pounds per inch (3,572 kilograms/meter) or only 130 pounds (58 kilograms). With a 90% joint efficiency, a fabric that had an original strength of 150 pounds per inch (2,678 kilograms/meter) would still create a seam strength of 135 pounds per inch (2,410 kilograms/meter). This would allow a 25% reduction in the strength of the fabric to create an equal seam. This obviously then will lead to long term reductions on the amount of fabrics needed with this system to create bags with similar strengths. All seams have at least two measurements that are critical to its success. These are generally called shear and peel tests. In the shear tests, the joint is made with two ends of the material being joined at opposite ends of the joint area. When the free ends of the materials are pulled in opposite directions, the entire sealed area supports the joint efficiently. This results in the highest possible demonstration of the sealed joint efficiency. In the peel test, two free ends of the test materials are on the same side of the joint. In this case, when the two free ends are pulled apart, only one edge of the seal is stressed at any one time. This results in the peeling of the joint as the ends are pulled apart. This typically results in the lowest joint efficiency. An embodiment of the present invention is illustrated inFIGS.24-26.FIG.24, depicts a joint wherein the fabric wall is doubled, in an upside down “T” shape construction. As the fabric meets the end wall, one leg goes to each side, and pressure from either side protects the opposite side with its shear strength. InFIG.25, a fusion heat sealed bulk bag10can be designed in a manner such that lap seams as shown can be used. The product will always be pushing the joint in the shear direction, as illustrated by arrows44inFIG.26, which depict pressure being applied from product held within a bag. PARTS LISTPART NUMBERDESCRIPTION1layer2layer3layer4layer5layer6layer7layer8layer10heat Fusion Seam Bulk Bag11stich seam12stich to hold hem13fabric14sewn joint15fabric fold16fusion heat sealed seam17side wall18bottom wall19coating/lamination20line21heat seal bar22transitional gap23fill/discharge spout24line25line26top/bottom panel27body28sewn seam29line30area31line32line33line34future fold line35comer slit36gusseted fill spout37gusseted top panel38gusseted body39gusseted bottom panel40gusseted discharge spout41fusion seal area42double fabric wall43lap seam44pressure from bag contents45line46line All measurements disclosed herein are at standard temperature and pressure, at sea level on Earth, unless indicated otherwise. All materials used or intended to be used in a human being are biocompatible, unless indicated otherwise. The foregoing embodiments are presented by way of example only; the scope of the present invention is to be limited only by the following claims. | 37,377 |
11858692 | DETAILED DESCRIPTION This disclosure describes alignment buttons for easy closure of resealable storage bags. One or more alignment buttons facilitate closure of resealable storage bags possessing zipper lock, zip fastener, zipper seal, or press seal closures, (hereinafter “closures”), such as sandwich bags and plastic food storage bags. Each alignment button has a raised feature and a corresponding socket feature on opposing sides of the bag's opening. When the two parts of each alignment button are pressed together, the alignment button aligns the seal for closure. The socket feature first captures the apex, or most raised part, of the raised feature and aligns opposing tracks of the zipper lock seal for easy closure. One of more of the alignment buttons may be manufactured as an integral feature of the seal or closure, or may be located in a line, above or below the seal or closure. Likewise, multiple alignment buttons may be placed above and below the seal or closure in a pattern. FIG.1shows a resealable storage bag100with a zipper seal102and an example alignment button104for facilitating a reliable seal of the resealable storage bag100. The example resealable storage bag100has a first rectangular side106and an opposing second rectangular side108. Square sides are considered to be included in the class of rectangular sides106,108, but in various implementations the two sides106,108of the resealable storage bag100may be any shape. The first rectangular side106and the second rectangular side108are joined together at three corresponding edges of the first and second rectangular sides106,108to make the resealable storage bag100. The corresponding fourth edges110,112of the first rectangular side106and the second rectangular side108create an opening of the resealable storage bag100. An example resealable storage bag100possessing one or more of the alignment buttons104may be made of polyethylene or another plastic. In an example manufacture process, pellets or nurdles of polyethylene are placed in a pressure vessel and heated under pressure to liquefy the polyethylene. In a film extrusion technique, a gas blows the liquified polyethylene into a long streamer, often having a tubular shape, which is flattened by rollers into a continuous sheet of the plastic film. This plastic sheet is cut to the desired dimensions of the first and second rectangular sides106,108. In an implementation, edges of the resealable storage bag100may be formed by permanently heat-sealing corresponding edges of the first and second rectangular sides106,108together. In an implementation, during production of the sheet of plastic film, tracks of the zipper seal102may be extruded into the same plastic film that is used to make the first rectangular side106and the second rectangular side108. The zipper seal102has a first track114on the first rectangular side106and a second track116on the second rectangular side108. The first track114and the second track116may use various ridge and groove schemes to make a closure118and seal of the zipper seal102when the two tracks114,116are finger-pressed together to make the closure118of the zipper seal102. The corresponding fourth edges110,112of the first rectangular side106and the second rectangular side108may be pulled apart to undo the seal of the zipper seal102, thereby unsealing and opening the resealable storage bag100. The alignment button104may be on or near the track components of the zipper seal102to align the first track114and the second track116of the zipper seal102with each other to form the closure118and reversible seal when finger-pressed together. The first track114and the second track116may be components of the shown zipper seal102, but may also constitute other kinds of zip locks, zip fasteners, or press seals. Instead of being near the tracks114,116of the zipper seal102, one or more instances of the alignment button104may be formed directly on the respective tracks114,116of the zipper seal102, and in an implementation may even exist as respective features of the first track114and the second track116of the zipper seal102. The parts of the alignment button104may be molded, embossed, extruded, or attached along with the track components of the zipper seal102on the first rectangular side106and the second rectangular side108, either on or near the zipper seal102. In an implementation, parts of the alignment button104are added by separate attachment or separate molding to the first rectangular side106and the second rectangular side108after production of the resealable storage bag100via a manufacturing process. FIG.2shows the resealable storage bag100with a zipper seal102and another version of the example alignment button104for facilitating a reliable seal of the resealable storage bag100. Whereas the example alignment button104ofFIG.1has a triangular base and pyramidal shape, the example alignment button104inFIG.2has a circular base and a rounded or domed shape. The example alignment button104may have many diverse shapes and sizes, as described below. FIG.3shows example arrangements of alignment buttons104on or near the zipper seal102of a resealable storage bag100. The alignment buttons104may be molded, embossed, extruded, or attached above, below, or both above and below the zipper seal102, on the first rectangular side106and the second rectangular side108of the resealable storage bag100. In an implementation, the multiple alignment buttons104are located in an alternating pattern both above and below the zipper seal102. In a preferred embodiment, an ovaline shape of the alignment buttons104or a quadrilateral pyramidal shape of the alignment buttons104is preferred for aligning the tracks114,116of resealable storage bags100that have single, inline zipper seals102. In an implementation302, the multiple alignment buttons104can be located between two (or more) parallel zipper seals102,102′ to align the tracks114,116of the two or more parallel zipper seals102,102′. In an implementation, alignment buttons304,306,308are spaced along the zipper seal102to provide alignment along the zipper seal102in more manageable segments310,312,314,316than the entire length of the zipper seal102. The closure of one segment312including the pressing together of the alignment buttons304,306on either end of the segment312also aligns, or begins to align, the adjacent segments310and314. This makes closure of the entire zipper seal102easier, especially when the zipper seal102is a long one. In an implementation, a number (n) of the alignment buttons104are molded, embossed, extruded or attached on or near the zipper seal102to divide the total length of the zipper seal102into (n+1) segments. Thus, the first track114and the second track116within each segment312are aligned for making the closure by two alignment buttons304,306placed at or near the ends of the segment312. The first and last segments310,316of the zipper seal102may only have one alignment button304,308, but the terminal ends of the zipper seal102in these segments310,316are registered together by the construction of the resealable storage bag100. FIG.4shows the alignment buttons104ofFIGS.1-2in greater detail. The scale and relative dimensions of the examples shown inFIG.4are not meant to be limiting, but illustrative. Each alignment button104has a raised feature400at or near the first track114of the zipper seal102on the first rectangular side106of the resealable storage bag, and has a corresponding socket402for the raised feature400at or near the second track116of the zipper seal102on the second rectangular side108of the resealable storage bag100. The raised feature400and the corresponding socket402align the first track114and the second track116with each other to form the reversible seal when finger-pressed together. In an implementation, each of the one or more alignment buttons104has a circular base profile404or an ovaline base profile406, the raised feature400comprising a raised dome408, and the corresponding socket402for the raised feature400comprising a semi-spherical well410or ovaline well412for the dome408. The circular well410or the ovaline well412of the socket402first captures an apex414of the raised dome408to bring the raised dome408into alignment with the circular well410or the ovaline well412in order to bring the first track114of the zipper seal102into alignment with the second track116of the zipper seal102. In another implementation, each of the one or more alignment buttons104has a pyramidal shape, with a triangular base profile416, a rectangular or quadrilateral base profile418, or a rhombic (diamond) base profile420, and the raised feature400is correspondingly either a trigonal pyramid422, a rectangular or quadrilateral pyramid424, or a rhombic (diamond) pyramid426. The corresponding sockets402for these raised features400are correspondingly shaped wells428,430,432or reliefs to receive the particular shape of each pyramidal profile of the raised feature400. Each shaped well410of a socket402first captures an apex414of the given pyramidal raised feature422,424,426to bring the raised feature400into alignment with the well410in order to align the first track114of the zipper seal102with the second track116. In an implementation, a base area and corresponding overall size of each alignment button104is inversely related to the number (n) of alignment buttons104for a given zipper seal102. Thus, if only one alignment button104is present, then the single alignment button104may be relatively large. If there are multiple or numerous alignment buttons104for a given zipper seal102, then the relative base areas and overall sizes of each alignment button104may be smaller. The size of an alignment button104can be adapted to the length of a segment of the zipper seal102that the alignment button104assists with alignment. Smaller linear segments of the zipper seal102may be serviced with smaller alignment buttons104. AlthoughFIG.4shows various embodiments of alignment buttons104, each example alignment button104can have one of numerous other solid geometric shapes not illustrated herein, to which this description applies. FIG.5shows a side view of an example alignment button104. In an implementation, a base portion of the raised feature400on the first rectangular side106of the resealable storage bag100and the corresponding socket402on the second rectangular side108are fashioned to be pressed together and to mate at a planar interface500. In this implementation, the alignment button104aligns the first track114of the zipper seal102and the second track116of the zipper seal102for closure. In another implementation, the alignment button104may be fashioned to provide more snap or fastener functionality to secure and fasten the closure of the zipper seal102when it is desirable to provide additional security and fastening of the sealed storage bag100. The socket402of the alignment button104may be deeper, forming a cup502that secures the raised feature400in addition to aligning the raised feature400and the first track114and second track116of the zipper seal102. In this fastener implementation of the alignment button104, the alignment button104may be easily separated again to open the zipper seal102of the resealable storage bag100by using slightly more force than when alignment buttons104are used only to align the tracks114,116of the zipper seal102, and not as fasteners. In an implementation, the base portion504of each raised feature400and the corresponding socket402have complementary rounded edges506to facilitate alignment and union of the raised feature400and the corresponding socket402, thereby avoiding corners and sharp edges in the design and functionality. The rounded edges506and corners facilitate alignment of the raised feature400and socket402and alignment of the first track114and the second track116of the zipper seal102. The rounded edges506make it easier to press the alignment buttons104into a closed, secured state. In an implementation, the rounded edges506and corners of the raised feature400and the socket402may also allow the alignment buttons104to be more easily separated when the resealable storage bag100is reopened. Example Processes FIG.6shows an example process600for making a resealable storage bag with one or more alignment buttons to assist alignment of a closure of the resealable storage bag. In the flow diagram ofFIG.6, operations of the example process600are shown in individual blocks. At block602, a raised feature of an alignment button is made on a first side of a resealable storage bag near a closure of the resealable storage bag. At block604, a socket of the alignment button for capturing the raised feature is made on a second side of the resealable storage bag near the closure of the resealable storage bag. FIG.7shows an example process700for making a resealable storage bag with one or more alignment buttons to assist alignment of a closure of the resealable storage bag. In the flow diagram ofFIG.7, operations of the example process700are shown in individual blocks. At block702, multiple alignment buttons are situated near a closure of a resealable storage bag. At block704, raised features of the multiple alignment buttons are situated on a first side of the resealable storage bag near the closure. At block706, corresponding sockets for the raised features are situated on a second side of the resealable storage bag near the closure. FIG.8shows an example process800for manufacturing a resealable storage bag with one or more alignment buttons to assist alignment of a closure of the resealable storage bag. In the flow diagram ofFIG.8, operations of the example process800are shown in individual blocks. At block802, a length measurement of a zipper seal of a resealable storage bag to be manufactured is divided into (n) segments. At block804, a size of multiple alignment buttons to be situated on or near the zipper seal of the resealable storage bag is determined based on the magnitude of (n), wherein the size is inversely related to the magnitude of (n). At block806, (n−1) alignment buttons of the determine size are situated on or near the zipper seal of the resealable storage bag by molding, embossing, extrusion, or attachment, wherein the (n−1) alignment buttons are spaced equidistantly from each other in a line or a pattern. While the present disclosure has been disclosed with respect to a limited number of embodiments, those skilled in the art, having the benefit of this disclosure, will appreciate numerous modifications and variations possible given the description. It is intended that the appended claims cover such modifications and variations as fall within the true spirit and scope of the disclosure. | 14,772 |
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