Defense Innovations
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Low-Profile Cargo Handling System
Underwater Vehicle Simulation
The Boeing Company Country of origin: USA Language: English Aircraft have different spaces and areas. Some of the areas may be cargo areas for carrying cargo. Cargo areas may be on the main deck or on the lower deck of the aircraft. While an aircraft is on the ground, the cargo area may be unloaded and loaded. Existing cargo conveyance systems used in aircraft may be installed on top of the floor of the cargo area. The roller systems may be mounted on axles in a track channel, or tray, that rests on the floor of the compartment. The upper surface of the rollers, where the cargo will contact, may extend 2’”‘ to 3”‘‘ above the cargo floor. Since the cargo area may have a fixed height, the height of the cargo to be loaded may be restricted and the overall useable volume of the cargo compartment may be reduced. Current cargo conveyance systems may incorporate several roller trays in a cargo compartment. The roller trays may be oriented along the longitudinal axis of the aircraft. In addition, transverse trays with balls may be present in a cargo doorway area. The balls may be metal and freely rotating. Freely rotating may be defined as rotating in any direction and around any axis. Existing commercial cargo handling systems allow the loading of standard or non-standard cargo containers, palletized cargo or special equipment. Some applications, such as fuselage-mounted auxiliary fuel tanks, may be loaded or unloaded during maintenance. These fuselagemounted auxiliary fuel tanks may increase the amount of fuel that can be carried but are limited in volume by the restrictions imposed by existing cargo conveyance systems. Increasing the amount of fuel carried may be used to increase the range of an aircraft or increase the amount of fuel that can be offloaded by a tanker aircraft. This design relates generally to a cargo handling system and, in particular, to a low-profile cargo conveyance system. More particularly, the present disclosure relates to a method and apparatus for allowing the loading of taller cargo into a cargo area on an aircraft and increasing the cargo area volume compared to current cargo conveyance systems. 10 drawings
U.S. Navy Country of Origin: USA Language of Origin: English Daily global ocean forecasts that include a four-dimensional (4-D) (latitude, longitude, depth and time) estimation of ocean currents can be generated. An approach taken for the estimation of vehicle position over time is to start with a known position from infrequent fixes (global positioning system (GPS), ultra-short baseline (USBL), terrain-based, etc.) and use the vector sum of the vehicle velocity (heading and speed through the water) with the forecast current. Validation of this approach can be accomplished using log data that was received from underwater gliders which provides GPS positions at each dive and surfacing point. An underwater glider propels itself using a buoyancy engine and wings that create lift to produce horizontal motion. From a vehicle motion modeling perspective, an underwater glider must have vertical motion to move horizontally. Since underwater gliders do not use engines for propulsion, they generally have substantial endurance suitable for ocean sampling, underwater plume tracking and sustained surveillance. However, these vessels are slow, with sustained horizontal speeds typically below 0.5 m/s, and navigating them is challenging, as ocean currents can exceed 2 m/s. The Naval Coastal Ocean Model (NCOM) was developed to generate daily global ocean forecasts predicting temperature, salinity and currents. Figures 1 and 2 show representative current forecasts during underwater glider deployment exercises. In these figures, color 303 represents current speed in m/s and arrows 301 indicate the current direction. Figure 1 shows the current at the surface with speeds as great as 0.8 m/s. Figure 2 shows the current at 1000 m, the maximum depth of the glider dives, where the speed is predominately below 0.02 m/s. Position estimation for underwater vehicles operating in the open ocean can be problematic with existing technologies. Using GPS can require the vehicle to surface periodically, which poses a potential navigation hazard and subjects the vehicle to the faster currents near the surface. Inertial systems can be ineffective without the use of Doppler Velocity Logs (DVL) whose ranges can be too limited for deep ocean operation unless the vehicle is very near the seafloor. Surface- or bottommounted transponder systems can be expensive to deploy and restrict the geographic area that the vehicle can operate in. A ship equipped with a USBL system can be used to track an underwater vehicle, which can be an expensive option for long deployments. A complication in the open ocean is that position estimation is problematic while submerged. Glider depth can be directly measured by the vehicle using a pressure sensor. Vertical velocity can be derived from depth versus time, and horizontal speed through the water can be estimated given vertical velocity, vehicle pitch angle and a parameterized hydrodynamic model for the vehicle. Consequently, the only certain position information, for purpose of simulation, is depth (as a function of time), the time of the dive and the starting and ending surface positions. In the present embodiment, the motion model can use initial simplifying assumptions, including zero hydrodynamic slip between the vehicle and ocean current and a symmetric V-shaped flight trajectory. For the simulations conducted, the maximum depth of the dive and the time of the dive can be used to compute an estimate of a single vertical velocity. Beyond this model, sources of error in position prediction can include
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Defense Innovations errors in the forecast currents, hydrodynamic slip and deviations of the vehicle from the commanded heading, horizontal and vertical speeds. Variations in the vehicle commanded motion can include factors such as putting the processor to sleep periodically to save power (so heading is not strictly maintained), variations in vertical speed due to changes in water density, and other than symmetric dive profiles. What is needed is a system and method for estimating the vessel’s position while it is underwater that improves on a simple straight-line dead-reckoned estimate. 12 drawings
Precision Landing of Unmanned Aerial Systems Mikhajlenko Sergej Borisovich Country of origin: Russia Language: Russia This design relates to methods of landing unmanned aerial vehicles and can be used when solving tasks for facilitating precision automatic landing of unmanned aerial vehicles on small areas. The method comprises landing an unmanned aerial vehicle in a recovery net, forming a circular approach area for which an omnidirectional radio-frequency radiation source is placed at a given landing point and a radio directionfinder is mounted on-board the unmanned aerial vehicle, performing autonomous approach of the unmanned aerial vehicle, using standard on-board navigation equipment, receiving signals of the omnidirectional radio-frequency radiation source and performing angular tracking thereof in the horizontal and vertical planes by the on-board radio direction finder, the data of which are used by an on-board control system to generate a command for self-guidance of the unmanned aerial vehicle towards the radio-frequency radiation source in the horizontal plane. The method comprises simultaneous self-guidance of the unmanned aerial vehicle towards the radio-frequency radiation source in the horizontal plane and flying the unmanned aerial vehicle at a given altitude upon achieving a given angle of sight of the radio-frequency radiation source in the vertical plane, switching the unmanned aerial vehicle to pitching from the data of the on-board radio direction-finder using the on-board control system, generating a command for selfguidance of the unmanned aerial vehicle towards the radio-frequency radiation source in the vertical plane, and performing self-guidance of the unmanned aerial vehicle towards the radio-frequency radiation source in the vertical and horizontal planes until falling into the recovery net, placed horizontally over the radio-frequency radiation source. 1 drawing
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Detecting Structural Changes to Underwater Structures Lockheed Martin Country of Origin: USA Language: English Current methods of inspecting underwater structures include inspections using divers, remotely-operated vehicles (ROVs) and autonomous underwater vehicles (AUVs). A method and system is described that can be used for scanning underwater structures, to gain a better understanding of underwater structures such as for the purpose of detecting structural changes in underwater structures and for directing inspection, repair and manipulation of the underwater structure. The method and system herein can be used to scan any type of underwater structure. For example, underwater structures include man-made objects, such as offshore oil platform support structures and piers and oil-well related equipment, as well as natural objects such as underwater mountain ranges, and can include structures that are wholly or partially underwater. Underwater structure can also include both stationary and non-stationary structures, for example, that may experience drift in the underwater environment. More generally, underwater structure is meant as any arbitrary three-dimensional structure with depth variation that may have varying complexity. 6 drawings
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Fuze Safing System L3 Fuzing and Ordnance System Country of Origin: USA Language: English When launching an explosive device on a trajectory towards a given target, the device can be made safer by equipping it with a safing system. The safing system prevents the device from being armed until after it has traveled a safe distance from the launch site. The safing technique has been traditionally employed in artillery shells, for example, by utilizing a mechanical system that counts the number of spiral rotations the shell makes in flight. In this regard, the spiral rifling pattern within the bore of the cannon imparts the spiral rotation to the shell. Thus, knowing the muzzle velocity of the shell and the geometry of the rifling pattern, one can calculate how many shell rotations will take place by the time the shell reaches a safe distance from the launch site. The mechanical system simply counts those rotations and arms the device after the safe number of rotations has occurred. Torpedoes launched from submarines work in a similar fashion by counting the number of rotations of the torpedo’s propeller after launch. This counting-rotations technique is not applicable to all types of devices, however. For example, self-guided missiles, dropped bombshells and other projectiles may be launched or deployed without a spiral rotation imparted. In such devices, there is no reliable spiral rotation to count; thus, conventional rotation counting safing systems do not work. One traditional solution in such cases has been to use a singleaxis accelerometer located on the device, which by sensing motion in the launch direction can provide a signal indicative of distance from the launch site. If the trajectory of the device follows a predictable, known path, such as a parabolic arc induced by forces of gravity, a single-axis accelerometer can provide a useful distance measure. However, if the device deviates from the predictable known path for some reason, the single-axis accelerometer may be of limited value and a safing system based on a single-axis solution cannot be relied upon in all cases. A single-axis solution would not be able to accurately assess the safe distance if the device is a self-guided missile that has made a U-turn and has doubled back on its trajectory, for example. 8 drawings
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Defense Innovations Underwater Laser-Guided Discharge
Autonomic Rotor System
U.S. Navy Country of Origin: USA Language: English A method for producing a laser-guided underwater electrical discharge, comprising: at time t1, firing a laser pulse having a power P greater than a critical power P.sub.crit past a first electrode in a body of water, the electrode being connected to an external power supply, the power P and a focusing of the laser pulse being configured to cause the laser pulse to generate an optical filament defining a desired electrical discharge path in the water, wherein the optical filament forms a laserionized conductive channel through the water along the desired electrical discharge path; and using the external power supply, producing a driving electric field which generates an electrical discharge at time t2>t1; wherein the optical filament is configured to guide the electrical discharge through the laser-ionized channel along the desired electrical discharge path defined by the optical filament. 9 drawings
HeliScandia ApS Country of Origin: Denmark Language: English Aircraft which can take off and land vertically with a rotating wing, like a helicopter, are typically made in a configuration with a horizontally rotating main rotor and a vertically rotating tail rotor coupled to a gearbox and powered by a jet turbine engine. The vertical tail rotor is necessary for compensating the moment exerted by the main rotor on the body of the aircraft. The tail rotor, the gearbox and the coupling of these occupy much weight that otherwise could be useful load or entail an energy saving. Aircraft are known that do not need the tail rotor and the gearbox and the coupling shafts, but have rotor blades powered by tip-mounted ramjet engines that utilize the high speed at the tip of a rotary wing. However, the ramjet configuration is very noisy and energy consuming and produces a highly luminous ring from the exhaust. Another system avoiding the tail rotor is disclosed in U.S. Pat. No. 4,702,437, where the rotor has exit nozzles powered by air-form electro motors in each of the rotor blades and where the rotor is connected to the fuselage through a yaw control system which can rotate the shaft of the rotor relatively to the fuselage. This design concerns a rotor system for an aircraft including a rotor with a rotary structure mounted rotatable about a rotation axis and supporting proximal ends of rotor blades. The rotor system comprises a jet turbine for providing pressurized exhaust gas to the rotary structure having at least one jet nozzle outlet and at least one jet stream duct for transporting the pressurized exhaust gas from the turbine to the jet nozzle outlet to cause rotation of the rotary structure by expelling the pressurized exhaust gas through the nozzle outlet. 8 drawings
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Beetle Craft—Aircraft with Flapping Wings Pospelov Vasilij Dmitrievich Country of origin: Russia Language: Russian This novel design of an aircraft comprises fuselage with cockpit, support wheels, wings rigidly secured to fuselage, wing ailerons, fin and stabilizer with rudders and elevators secured at fuselage tail. Aircraft is equipped with multiblade propeller with flapping blades driven by crank gear provided with two crankshafts fitted one in the other. Cranks of auxiliary timing crankshaft are fitted at 30 degrees at 0 to 180 degrees relative to the primary crankshaft. Screw blades are articulated by wide ends with main crankshaft cranks. Blade turn levers are articulated by one end with propeller blade with ends. Con-rods are articulated by one end with the blade turn levers and, by other end, with auxiliary timing shaft cranks. The latter are fitted at 30 degrees of at 0 to 180 degrees relative to the primary crankshaft. The reported effect is decreased takeoff-landing run and power saving. 1 drawing
Air-Ground Detection System for SemiLevered Landing Gear
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The Boeing Company Country of Origin: USA Language: English This design relates generally to landing gear and, in particular, to semi-levered landing gear. Still more particularly, the present disclosure relates to an air-ground detection system for semi-levered landing gear. Many airplanes include landing gear to facilitate takeoff, landing and taxi. The landing gear of some aircraft includes a shock absorber that is pivotally connected to a truck beam at a distal or lower end thereof. The truck beam typically includes two or more axles upon which tires are mounted. In this regard, the truck beam may include a forward axle positioned forward of the shock absorber and an aft axle positioned aft of the shock absorber. Wheels may be mounted on an axle in tandem pairs. During landing in conventional airplanes, a truck tilt actuator may position tandem axle wheels in a toes-up position or a toes-down position. The toes-up position is a configuration in which the forward wheels on the main landing gear are at a higher position than that of the rear wheels on the main landing gear. A toes-down position is a configuration in which the forward wheels are at a lower position than that of the rear wheels on the main landing gear. Upon landing, the force of touchdown causes the truck beam to rotate so that front and rear wheels are aligned substantially horizontally on the ground. Air-ground detection systems determine when the landing gear wheel or wheels touch the ground during landing for spoiler deployment, brake activation, and/or other desirable functions. Conventional aircraft may utilize air-ground detection sensors which detect rotation of the truck beam and use this rotation to determine when landing gear wheels make contact with the ground. However, this type of air-ground sensing system may not be usable with, or appropriate for, all types of landing gear. Accordingly, it would be advantageous to have a method and apparatus which takes into account one or more of the issues discussed above, as well as possibly other issues. 17 drawings
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Defense Innovations Reducing Operational Power and Weight of an Unmanned Aerial Device’s Payload
Efanov Vasilij Vasil’evich Country of origin: Russia Language: Russia In flight, the speed vector of the missile is controlled so that it was aimed at the target along the line of the direction vector “missiletarget,” the sides of deviation of the speed of motion of the missile is determined relative to the direction of the speed vector “missile-target” based on decomposition of the total speed of “missile-target” into two components: radial and tangential, and simultaneous evaluation of radial and tangential component of the total speed “missile-target.” The relative values of the Doppler frequencies of radial and tangential component may be either equal with each other or relatively larger or relatively smaller; at that, respectively, the stress ratios Zi will change, formed by these speeds. The reported effect is an improvement of guidance accuracy. 3 drawings
Rockwell Collins Country of Origin: USA Language: English The present disclosure generally relates to the field of radio-frequency communication, and more particularly to a system and method for increasing operational power and/or weight of an unmanned aerial device’s payload. A system for reducing operational power and/or weight of an unmanned aerial device’s payload may include a frequency detection sensor for detecting a radio-frequency signal within a first frequency range. A modulation detection and waveform classification module may be coupled to the frequency detection sensor for detecting a communication type associated with the first frequency range upon the frequency detection sensor detecting the radio-frequency signal within the first frequency range. A radio may be coupled to the modulation detection and waveform classification module for receiving and transmitting the radio-frequency signal; the radio-frequency signal may include the communication type. The radio may be inactive until detection of the radio-frequency signal, and the radio may be activated upon detection of the radio frequency signal. A system may further include an unmanned aerial device. A frequency detection sensor may be coupled to the unmanned aerial device. The frequency detection sensor may detect a radio-frequency signal within a first frequency range. A modulation detection and waveform classification module may be coupled to the frequency detection sensor. The modulation detection and waveform classification module may detect a communication type associated with the first frequency range upon the frequency detection sensor detecting the radio-frequency signal within the first frequency range. A radio may be coupled to the modulation detection and waveform classification module. The radio may receive and transmit the radio-frequency signal; the radio-frequency signal may include the communication type. The radio may be inactive until detection of the radio frequency signal, and may be activated upon detection of the radio-frequency signal.
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Aircraft Health Monitoring System The Boeing Company Country of Origin: USA Language: English Aircraft software is typically verified and validated to ensure that it performs reliability and according to its software requirements specification. As aircraft have evolved and become more complex, software verification and validation costs have increased significantly. One solution to high software verification and validation costs is to segregate the vehicle control software into groups (i.e., flight-critical, mission-critical and maintenance-critical software) and perform a less rigorous or comprehensive verification and validation of the less safetycritical software. Flight-critical (FC) systems typically include the components and software associated with controlling the vehicle, and are the most safety-critical vehicle systems, while mission-critical (MC) systems typically include the components and software associated with a vehicle’s guidance, navigation and health monitoring functions. Although the mission-critical systems are important to ensure that the vehicle achieves its mission objectives, they are less safety-critical then the FC systems. Therefore, FC software typically receives a rigorous and comprehensive validation and verification, while MC software receives a less rigorous validation and verification. Because of this difference in verification and validation, the FC and MC systems are partitioned and communication between these software modules is severely limited. However, both the FC and MC systems monitor and respond to the status and health of the vehicle. The FC system typically monitors a narrow set of gross system and component data such as actuator power thresholds, fuel pump controller power and high-level radar operating status checks, while the MC system typically monitors a more comprehensive and higher-fidelity set of system and component data such as actuator power efficiency, radar mode performance and fuel pump outflow pressures. Improved communication between software modules of different criticality levels may therefore provide utility. 11 drawings
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