Impact protection device

文档序号：1666108 发布日期：2019-12-31 浏览：20次中文

阅读说明：本技术 撞击保护设备 (Impact protection device ) 是由王铭钰于 2014-02-27 设计创作，主要内容包括：本发明提供了一种撞击保护设备(100,200,300),包括气体容器(110,210,310)以及可充气件(130,230,330),所述气体容器(110,210,310)被配置成用于容纳压缩气体,所述可充气件被配置成用于被所述压缩气体充气并作为诸如飞行器(400,500)等可移动物体的气囊。阀门(120,220,320)响应于来自阀门控制器(140,240,340)的信号而控制气体从所述容器(110,210,310)到所述可充气件的流动。所述阀门(120,220,320)及所述阀门控制器(140,240,340)由一个独立电源(250,350)供电,所述独立电源(250,350)独立于所述可移动物体的一个或多个其他系统。还可以提供安全机构(360),所述安全机构(360)除非被停用,否则均会阻止所述可充气件(130,230,330)的充气。(The invention provides an impact protection device (100, 200, 300) comprising a gas container (110, 210, 310) and an inflatable body (130, 230, 330), the gas container (110, 210, 310) being configured for containing a compressed gas, the inflatable body being configured for being inflated by the compressed gas and acting as an airbag for a movable object, such as an aircraft (400, 500). A valve (120, 220, 320) controls the flow of gas from the container (110, 210, 310) to the inflatable body in response to a signal from a valve controller (140, 240, 340). The valve (120, 220, 320) and the valve controller (140, 240, 340) are powered by an independent power source (250, 350), the independent power source (250, 350) being independent of one or more other systems of the movable object. A safety mechanism (360) may also be provided, the safety mechanism (360) preventing inflation of the inflatable body (130, 230, 330) unless deactivated.)

1. An impact protection apparatus for an aircraft, the apparatus comprising:

one or more inflatable members configured to be selectively inflated to reduce the impact force to which the aircraft is subjected upon impact; wherein when the one or more inflatable members are inflated, at least a portion of the one or more inflatable members are configured to protect a load from damage, wherein the load is disposed on the aircraft and comprises a payload;

a control mechanism, wherein the control mechanism is configured to flow compressed gas from a vessel into one or more inflatable articles in response to a signal indicative of a malfunction of the aircraft;

one or more sensors configured to collect data useful for predicting whether a load is likely to be impacted;

a controller in communication with the one or more sensors and the control mechanism, wherein the controller is configured to control the control mechanism to selectively inflate an inflatable member of the one or more inflatable members based on a prediction of whether the load is likely to encounter a collision.

2. The impact protection apparatus of claim 1, wherein the load further comprises a carrier configured to carry the payload.

3. An impact protection apparatus for an unmanned aerial vehicle, the apparatus comprising:

two or more inflatable members configured to be connected to an unmanned aerial vehicle, optionally inflatable to reduce impact forces to which the unmanned aerial vehicle is subjected when subjected to an impact;

a control mechanism powered by a first power source separate from a second power source that powers one or more propulsion units of the UAV;

wherein the control mechanism is configured to respond to (a) a first signal indicative of a malfunction of the UAV, wherein the control mechanism is capable of selectively relaying the first signal to de-inflate at least one inflatable member, and/or (b) a second signal indicative of one or more portions of the UAV that may be involved in a collision, wherein the control mechanism is capable of selectively relaying the second signal to de-inflate at least one inflatable member while compressed gas is flowing from the tank into an inflatable member of the two or more inflatable members.

4. The impact protection apparatus of claim 3, wherein the two or more inflatable bodies are disposed in an upward portion of the UAV, the upward portion being opposite a downward portion of the UAV in a direction in which the UAV is raised.

5. An unmanned aerial vehicle, comprising:

an aircraft body to which one or more propulsion units are connected;

the impact protection apparatus of claim 3, coupled with the aircraft body and/or one or more propulsion units.

6. The aircraft of claim 5, wherein the unmanned aerial vehicle is a rotorcraft.

7. A system, the system comprising:

an unmanned aerial vehicle comprising an aircraft body to which one or more propulsion units are connected;

the impact protection apparatus of claim 3, coupled with the aircraft body and/or one or more propulsion units; and

an external device distal to the UAV, wherein the control mechanism is configured to cause the flow of compressed gas from the vessel into an inflatable body of the two or more inflatable bodies in response to a control signal received from the external device.

8. A method of protecting an unmanned aerial vehicle from impact, the method comprising:

providing two or more inflatable bodies coupled to an UAV of claim 3, wherein two or more inflatable bodies are selectively inflatable to reduce an impact force to which the UAV is subjected upon impact;

receiving (a) a first signal indicative of a malfunction of the UAV and/or (b) a second signal indicative of one or more portions of the UAV that may be subject to a collision; and

a control mechanism causes the flow of compressed gas from the container into an inflatable member of the two or more inflatable members in response to the first and/or second signals.

9. An impact protection apparatus for an Unmanned Aerial Vehicle (UAV), the apparatus comprising:

one or more inflatable members configured to be connected to an unmanned aerial vehicle and inflatable to reduce impact forces to which the vehicle is subjected upon impact;

a container coupled to one or more inflatable members, the container comprising a compressed gas;

a control mechanism, wherein the control mechanism is configured to flow compressed gas from a container into one or more inflatable bodies;

a controller in communication with the control mechanism, wherein the controller is configured to control the control mechanism to selectively inflate an inflatable article of the one or more inflatable articles based on a signal from the remote terminal, wherein the control mechanism is powered by a first power source that is separate from a second power source that powers one or more components of the UAV, wherein the first power source is configured to automatically recharge during operation of one or more propulsion units of the UAV.

10. An unmanned aerial vehicle comprising:

an aircraft body;

the impact protection apparatus of claim 9, coupled with the aircraft body;

one or more propulsion units connected to an aircraft body and configured to propel the aircraft body.

Background

Aircraft, such as unmanned aircraft, may be used to perform transportation, delivery, surveillance, reconnaissance, and reconnaissance missions in military and civilian applications. These aircraft typically include a propulsion system for being remotely controlled and/or autonomously moved with the surrounding environment. For example, an aircraft may be propelled through the air via a propulsion system and may be capable of taking off and landing, flying, and hovering.

An aircraft may fall when it fails in mid-air. This may result in damage to the aircraft and also damage to any payload or passengers.

Disclosure of Invention

There is a need to provide improved systems, methods and apparatus for protecting movable objects, such as aircraft. The present invention provides airbag systems, methods and devices that can assist in protecting an aircraft, such as an unmanned aerial vehicle, in the event of a crash during flight. In some embodiments, the systems, methods, and devices described herein provide an airbag that can be inflated using a compressed gas. An aircraft control mechanism may control gas valves that control whether gas will flow into the airbags to inflate them. The control mechanism may be powered by a power source that is independent of the power source that powers the rest of the aircraft.

One aspect of the present invention is directed to an impact protection apparatus for an aircraft, the apparatus comprising:

one or more sensors configured to collect data useful for predicting whether a load is likely to be impacted;

In some embodiments, the payload further comprises a carrier configured to carry the payload.

In some embodiments, the payload includes a camera, a lighting device, an audio device, and/or a measurement or sensing apparatus.

In some embodiments, the controller is configured to inflate one or more inflatable bodies of the load when the load is likely to be impacted.

In some embodiments, the signal that the aircraft is malfunctioning comprises one or more of: (1) an unusual orientation of the aircraft, (2) overheating of one or more components of the aircraft, (3) short circuiting of one or more components of the aircraft, (4) accidental fire of the aircraft, (5) low power supply to the aircraft, (6) loss of power to one or more components of the aircraft, or (7) loss of communication between the aircraft and an external device.

In some embodiments, in case (1), the orientation of the aircraft changes with a frequency that exceeds a predetermined threshold frequency, or the orientation of the aircraft is outside a predetermined range.

Another aspect of the invention is directed to an impact protection apparatus for an unmanned aerial vehicle, the apparatus comprising:

a control mechanism powered by a first power source separate from a second power source that powers one or more propulsion units of the UAV;

In some embodiments, two or more inflatable members are disposed in an upward portion of the UAV that is opposite a downward portion of the UAV in a direction in which the UAV is raised.

In some embodiments, the second power source further provides power to the flight controller, the navigation system, and/or the communication system.

In some embodiments, the first signal is sent to the control mechanism when the second power source is no longer supplying power to the two or more propulsion units, flight controls, navigation systems, and/or communication systems of the UAV.

In some embodiments, the failure of the UAV includes one or more of: (1) unusual heading and/or acceleration of the aircraft (2) overheating of one or more components of the aircraft, (3) short circuiting of one or more components of the aircraft, (4) accidental fire of the aircraft, (5) a state of charge of the second power source falling below a predetermined threshold, (6) loss of power by one or more components of the aircraft, or (7) loss of communication by the aircraft with an external device.

In some embodiments, further comprising: one or more sensors configured to acquire data for predicting a direction, angle, position, velocity, and/or acceleration of one or more portions of the unmanned aerial vehicle that are likely to be impacted.

In some embodiments, further comprising: a controller in communication with the one or more sensors and the control mechanism, wherein the controller is configured to control the control mechanism to inflate an inflatable member selected from the one or more inflatable members to protect the UAV based on the collected data.

In some embodiments, the second signal is generated based on the acquired data.

In some embodiments, further comprising: one or more sensors configured to monitor a charging state of the first power source.

In some embodiments, the first power source is configured to be recharged periodically based on the state of the first power source.

In some embodiments, the first power source is configured to automatically recharge during operation of one or more propulsion units of the UAV.

In some embodiments, further comprising: one or more additional power supplies that are a backup to the first power supply.

In some embodiments, further comprising: a deactivatable safety mechanism that prevents inflation of the two or more inflatable members unless deactivated, wherein safety mechanism is configured to be automatically deactivated by a safety signal indicating that the UAV is operating.

In some embodiments, the safety mechanism further comprises a pin, wherein deactivation of the safety mechanism further comprises automatic removal of the pin caused by turning on or operating the unmanned aerial vehicle.

Another aspect of the present invention provides an unmanned aerial vehicle including:

an aircraft body to which one or more propulsion units are connected;

the above-mentioned impact protection device being coupled with the aircraft body and/or one or more propulsion units.

In some embodiments, the unmanned aerial vehicle is a rotorcraft.

Another aspect of the invention provides a system comprising:

an unmanned aerial vehicle comprising an aircraft body to which one or more propulsion units are connected;

the above-mentioned impact protection device coupled with the aircraft body and/or one or more propulsion units; and

In some embodiments, the external device is configured to send a control signal to plan a control mechanism of the impact protection apparatus.

In some embodiments, the external device is in wireless communication with the unmanned aerial vehicle and the impact protection device.

In some embodiments, the control signal is emitted from an external device when the user input is received.

In some embodiments, the control signal is sent from an external device when the unmanned aerial vehicle experiences a fault and/or one or more portions of the unmanned aerial vehicle may be subject to a collision.

Another aspect of the invention provides a method of protecting an unmanned aerial vehicle from impact, the method comprising:

two or more inflatable members coupled to the UAV, wherein the two or more inflatable members are selectively inflatable to reduce an impact force to which the UAV is subjected during a collision;

receiving (a) a first signal indicative of a malfunction of the UAV and/or (b) a second signal indicative of one or more portions of the UAV that may be subject to a collision; and

a control mechanism causes the flow of compressed gas from the container into an inflatable member of the two or more inflatable members in response to the first and/or second signals.

In some embodiments, a fault of the unmanned aerial vehicle is detected using one or more sensors on the unmanned aerial vehicle, wherein the fault includes one or more of: (1) an unusual orientation, speed, and/or acceleration of the aircraft (2) overheating of one or more components of the aircraft, (3) a short circuit of one or more components of the aircraft, (4) an accidental fire of the aircraft, (5) a state of charge of the second power source falling below a predetermined threshold, (6) a loss of power by one or more components of the aircraft, or (7) a loss of communication by the aircraft with an external device.

In some embodiments, one or both sensors are configured to collect data for predicting the direction, angle, position, velocity, and/or acceleration of one or more portions of the unmanned aerial vehicle that are likely to be impacted.

In some embodiments, further comprising: the charging state of the first power source is monitored and the first power source is periodically recharged based on the state of the first power source.

In some embodiments, further comprising: wherein the first power source is automatically recharged during operation of one or more propulsion units of the UAV.

In some embodiments, the impact protection device is configured to receive a control signal from an external device distal to the UAV, the control signal for activating a control mechanism of the impact protection device.

In some embodiments, the external device is in wireless communication with the unmanned aerial vehicle and the impact protection apparatus.

In some embodiments, the control signal is emitted from an external device when the user input is received.

Another aspect of the invention provides an impact protection apparatus for an Unmanned Aerial Vehicle (UAV), the apparatus comprising:

one or more inflatable members configured to be connected to an unmanned aerial vehicle and inflatable to reduce impact forces to which the vehicle is subjected upon impact;

a container coupled to one or more inflatable members, the container comprising a compressed gas;

a control mechanism, wherein the control mechanism is configured to flow compressed gas from a container into one or more inflatable bodies;

In some embodiments, the remote terminal is configured to remotely control the unmanned aerial vehicle.

In some embodiments, the one or more components include at least one of: an unmanned aerial vehicle includes (1) one or more propulsion units, (2) a flight controller, (3) a navigation system, and (4) a communication system.

In some embodiments, the controller is configured to communicate with the remote terminal over a communication system powered by the first power source.

In some embodiments, the first power source is configured to be recharged periodically based on the state of the first power source.

In some embodiments, the control mechanism includes a valve configured to control the flow of compressed gas to the one or more inflatable members.

In some embodiments, one or more inflatable members are disposed in an upward portion of the UAV, the upward portion being in a direction of UAV lift-off in some embodiments,

in some embodiments, the unmanned aerial vehicle comprises a hub and one or more arms extending from the hub, wherein the one or more inflatable members are configured to be deployed on the hub and/or the one or more arms of the unmanned aerial vehicle.

In some embodiments, at least a portion of the one or more inflatable members is configured to protect the load from damage when the one or more inflatable members are inflated, wherein the load is disposed on the UAV.

In some embodiments, the payload includes a payload and a carrier configured to carry the payload.

In some embodiments, the payload includes one or more cameras, lighting devices, audio devices, and/or measurement or sensing devices.

In some embodiments, the one or more inflatable articles are configured to be deployed at one or more propulsion units of the UAV.

In some embodiments, the one or more inflatable articles are configured to be deployed in an area proximate to one or more propulsion units of the UAV.

In some embodiments, the one or more inflatable members comprise a plurality of inflatable members that are grouped together in one or more propulsion units of the UAV.

Another aspect of the present invention provides an unmanned aerial vehicle comprising:

an aircraft body;

the impact protection apparatus of claim 37, coupled with the aircraft body;

one or more propulsion units connected to an aircraft body and configured to propel the aircraft body.

It is to be understood that the various aspects of the invention may be embodied individually, collectively, or in any combination with each other. The aspects of the invention described herein may be applied to any of the specific applications set forth below or to any other type of movable object. Any description herein with respect to an aircraft may be applied to or used with any movable object, such as any vehicle. Additionally, the systems, apparatus and methods disclosed herein in the context of aeronautical (e.g., flying) sports may also be applicable in the context of other types of sports, such as land or water based movement, underwater sports, or space based sports. Furthermore, any description herein regarding airbag assemblies may be applied or used in any situation where an impact may occur.

Other objects and features of the present invention will become apparent by a review of the specification, claims and appended figures.

Introduction front case

All publications, patents, and patent applications mentioned in this specification are herein incorporated by reference to the same extent as if each individual publication, patent, or patent application was specifically and individually indicated to be incorporated by reference.

Drawings

The novel features believed characteristic of the invention are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present invention will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the invention are utilized, and the accompanying drawings of which:

fig. 1 shows an example of an impact protection device for an aircraft according to an embodiment of the invention;

FIG. 2 illustrates another example of an impact protection apparatus for an aircraft according to an embodiment of the invention;

FIG. 3 illustrates an example of an impact protection apparatus utilizing a safety mechanism in accordance with an embodiment of the present invention;

FIG. 4 shows an example of an Unmanned Aerial Vehicle (UAV) with a deployed airbag;

FIG. 5 shows another example of an Unmanned Aerial Vehicle (UAV) with a deployed airbag;

FIG. 6 illustrates an Unmanned Aerial Vehicle (UAV) according to an embodiment of the invention;

FIG. 7 illustrates a movable object including a carrier and a payload, in accordance with an embodiment; and

fig. 8 is a block diagram schematic of a system for controlling a movable object, according to an embodiment.

Detailed Description

The systems, apparatus, and methods of the present invention provide improved impact reduction mechanisms for movable objects, such as for aircraft (e.g., Unmanned Aerial Vehicles (UAVs)). In some embodiments, one or more airbags may be provided that can be inflated to reduce the impact force when the aircraft is impacted. The bladder may be inflated using a compressed gas. Advantageously, inflating a balloon using compressed gas is a more cost effective method than inflating a balloon using a chemical reaction. The airbag can reduce the impact force to a movable object such as an aircraft when the movable object is impacted.

The aircraft may have one or more compressed gas containers mounted thereon. A gas valve may be provided which controls whether pressurized gas flows from the reservoir into the bladder. The gas valve may be controlled using a valve controller. The gas valves and/or valve controllers may be powered by a power source independent of other components of the aircraft. This may advantageously enable the airbag to deploy even if other components of the aircraft lose power. Collisions may occur when the aircraft loses power, which is particularly helpful.

The valve controller may include one or more sensors or may receive data from one or more other sensors or controllers. The valve controller may use this data to determine whether to send a trigger signal to a valve to open the flow of gas from the container to the air-bag. The sensors may indicate some condition, such as free fall, unusual acceleration, unusual velocity, unusual orientation of a near-ground or near-object, overheating, power loss, guidance/navigation failure or communication failure, flight control failure, instructions from an external device such as a remote terminal, or any other condition. These conditions may indicate a fault in which the airbag may need to be deployed.

In some embodiments, a safety mechanism may be provided. Unless the safety mechanism is deactivated, the safety mechanism may be in a position such that the airbag is prevented from deploying. This advantageously prevents premature deployment of the airbag. This may prevent the airbag from deploying and potentially injuring a user holding the unmanned aerial vehicle, for example. The safety mechanism may be manually deactivated by a user or may be automatically deactivated while the aircraft is in flight. In one example, the safety mechanism may be a pin that prevents the airbag from deploying unless pulled out.

Various configurations of the balloon may be provided. For example, an aircraft may have one or more airbags mounted below and/or above it. The airbags may be distributed along any portion of the aircraft, such as the aircraft body, propulsion units, arms, control systems, communication interfaces, carriers, payloads, passengers, landing gear, or any other portion.

Fig. 1 shows an impact protection device 100 for an aircraft according to one embodiment of the invention. The impact protection apparatus may include a container 110 configured to enclose a compressed gas, a gas valve 120, and an inflatable member 130. The gas valve may control the flow of gas from the container to the inflatable body. A controller 140 may be in communication with the gas valve and may control the operation of the gas valve.

The inflatable body needs to be inflated quickly when the aircraft encounters a fault. Compressed gas technology may be used. The gas container 110 may be configured to contain a compressed gas. In some embodiments, the compressed gas may be carbon dioxide (CO 2). Other examples of compressed gases that may be used may include nitrogen. However, carbon dioxide is a preferred gas because of its advantages of being inexpensive, safe/non-flammable, and not absorbing too much heat when turned into a gaseous state as other gases. The container is capable of containing a gas provided at high pressure. For example, the gas container can store a compressed gas at a pressure greater than or equal to 25 psi, 30 psi, 40 psi, 50 psi, 60 psi, 70 psi, 80 psi, 100 psi, 110 psi, 120 psi, 130 psi, 140 psi, 150 psi, 160 psi, 170 psi, 180 psi, 190 psi, 200 psi, 220 psi, 250 psi, 300 psi, 400 psi, 500 psi, 750, 1000, 2000, 3000, 4000, or 5000 pounds per square inch. In some embodiments, the gas container is capable of storing compressed gas at a pressure of no more than 70 psi, 80 psi, 100 psi, 110 psi, 120 psi, 130 psi, 140 psi, 150 psi, 160 psi, 170 psi, 180 psi, 190 psi, 200 psi, 220 psi, 250 psi, 300 psi, 350 psi, 400 psi, 500 psi, 750 psi, 1000 psi, 2000 psi, 3000 psi, 4000 psi, 5000 psi, 6000 psi, 7000 psi, or 7500 psi. The maximum pressure at which the gas container can store compressed gas may fall between any of the pressure values described above. In some embodiments, the pressure of the gas container may fall between 0.2x 106 pascal and 50x 106 pascal.

The compressed gas container may be made of any material known in the art such as, for example, those capable of storing gas at the pressures mentioned above. Some examples of materials may include carbon steel, stainless steel, or aluminum alloys. In some cases, plastic or polymer may be used to form the gas container. For example, even a plastic soda bottle may be sufficient if the pressure inside the container is not too high.

The use of compressed gas can advantageously be less costly than other inflation techniques. For example, aeration techniques using chemical reactions can be costly. However, in some embodiments, a chemical reaction may be used to aerate. Alternatively, no chemical reaction is used to aerate. Aircraft have been used or adapted to use existing compressed gas containers. Small carbon dioxide gas tanks currently on the market are commonly used to inflate bicycle tires when the bicycle pump is not in use. The small carbon dioxide gas tank may also be adapted to inflate an airbag. Existing compressed gas tanks or compressed gas containers may be retrofitted to provide gas for an aircraft airbag.

One or more gas containers 110 may be provided on an aircraft, such as an unmanned aerial vehicle. It is advantageous that the gas container has a relatively low weight. For example, a gas container that does not contain gas may weigh less than or equal to about 3 grams, 5 grams, 7 grams, 10 grams, 15 grams, 20 grams, 30 grams, 35 grams, 40 grams, 50 grams, 60 grams, 70 grams, 100 grams, 150 grams, 200 grams, 250 grams, 300 grams, 400 grams, 500 grams, 700 grams, 1 kilogram, 1.5 kilograms, 2 kilograms, 3 kilograms, 4 kilograms, 5 kilograms, 7 kilograms, or 10 kilograms. The gas container filled with compressed gas may weigh less than or equal to about 10 grams, 15 grams, 20 grams, 30 grams, 35 grams, 40 grams, 50 grams, 60 grams, 70 grams, 100 grams, 150 grams, 200 grams, 250 grams, 300 grams, 400 grams, 500 grams, 700 grams, 1 kilogram, 1.5 kilograms, 2 kilograms, 3 kilograms, 4 kilograms, 5 kilograms, 7 kilograms, 10 kilograms, 15 kilograms, 20 kilograms, or 30 kilograms.

In some embodiments, it may also be advantageous for the volume of the gas container 110 to be relatively small. For example, the gas container may be sized to be carried by an unmanned aerial vehicle. In other embodiments, the gas container may be sized to be carried by any type of aircraft. For example, the volume of the gas container can be less than or equal to about 0.001 cubic millimeter, 0.005 cubic millimeter, 0.01 cubic millimeter, 0.1 cubic millimeter, 1 cubic millimeter, 10 cubic millimeter, 100 cubic millimeter, 1 cubic centimeter, 2 cubic centimeters, 5 cubic centimeters, 10 cubic centimeters, 20 cubic centimeters, 30 cubic centimeters, 40 cubic centimeters, 50 cubic centimeters, 60 cubic centimeters, 70 cubic centimeters, 80 cubic centimeters, 90 cubic centimeters, 100 cubic centimeters, 150 cubic centimeters, 200 cubic centimeters, 300 cubic centimeters, 500 cubic centimeters, 750 cubic centimeters, 1000 cubic centimeters, 2000 cubic centimeters, 3000 cubic centimeters, 5000 cubic centimeters, 7000 cubic centimeters, 10000 cubic centimeters, 20000 cubic centimeters, 50000 cubic centimeters, or 100000 cubic centimeters.

The gas in the gas container 110 may be used to inflate an inflatable member 130, which may be an airbag. The inflatable body may have a deflated configuration when not inflated. The deflated configuration may be folded, rolled or bunched upon itself. Upon inflation, the inflatable body may be fully inflated and stretched by tension. The inflatable body may be made of a flexible material, such as a fabric, a bladder, an elastic material, or any other material. In some examples, the inflatable body may be formed of nylon fibers (e.g., nylon 6, 6), polyester fabric, or Polyvinyl Chloride (PCV). The material is resistant to low temperatures because the compressed gas can change from a liquid to a gas when released, thus absorbing heat from the surroundings.

When inflated, the volume of the inflatable body 130 may be greater than the volume of the gas container 110. For example, the inflatable body may have a capacity of greater than or equal to 1 cubic centimeter, 2 cubic centimeters, 5 cubic centimeters, 10 cubic centimeters, 20 cubic centimeters, 30 cubic centimeters, 40 cubic centimeters, 50 cubic centimeters, 60 cubic centimeters, 70 cubic centimeters, 80 cubic centimeters, 90 cubic centimeters, 100 cubic centimeters, 150 cubic centimeters, 200 cubic centimeters, 300 cubic centimeters, 500 cubic centimeters, 750 cubic centimeters, 1000 cubic centimeters, 2000 cubic centimeters, 3000 cubic centimeters, 5000 cubic centimeters, 7000 cubic centimeters, 10000 cubic centimeters, 20000 cubic centimeters, 50000 cubic centimeters, or 100000 cubic centimeters. The volume of the inflatable body may be less than or equal to 20 cubic centimeters, 30 cubic centimeters, 40 cubic centimeters, 50 cubic centimeters, 60 cubic centimeters, 70 cubic centimeters, 80 cubic centimeters, 90 cubic centimeters, 100 cubic centimeters, 150 cubic centimeters, 200 cubic centimeters, 300 cubic centimeters, 500 cubic centimeters, 750 cubic centimeters, 1000 cubic centimeters, 2000 cubic centimeters, 3000 cubic centimeters, 5000 cubic centimeters, 7000 cubic centimeters, 10000 cubic centimeters, 20000 cubic centimeters, 50000 cubic centimeters, 100000 cubic centimeters, 200000 cubic centimeters, 500000 cubic centimeters, 1 cubic meter, 1.5 cubic meters, 2 cubic meters, 5 cubic meters, or 10 cubic meters.

The inflatable body may be of any shape. In some cases, the inflatable member may be substantially spherical, elliptical, cylindrical, prismatic, annular, teardrop-shaped, spherical or elliptical that may be flat or other polygonal shape, bowl-shaped, or have any other shape when inflated. In some cases, multiple inflatable members may be provided on an aircraft. The inflatable bodies may all have the same shape and/or size, or may have different shapes and/or sizes.

The inflatable body may be coupled to an aircraft, such as an unmanned aerial vehicle. The inflatable body may be inflated to reduce the impact force of the aircraft or the load of the aircraft on impact. In some cases, the impact force may be reduced such that no more than 5%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% of the impact force is transmitted as compared to the case without the inflatable body.

The inflatable body 130 may be connected to the gas container 110 by a channel, pipe, passage, opening, or other connection. A gas valve 120 is arranged between the inflatable body and the gas container. The gas valve may be placed along a connector such as the channel, pipe, passage, or opening. The gas valve may control the flow of gas between the gas container and the inflatable body. In some cases, the gas valve may act as a gate mechanism to control the flow of gas from the gas container to the inflatable body. The gas valve may have an open position allowing gas to flow between the gas container and the inflatable body. When the gas valve is in the open position, fluid communication between the interior of the gas container and the interior of the inflatable body may be provided. The gas valve may have a closed position preventing gas flow between the gas container and the inflatable body. When the gas valve is in the closed position, no fluid communication is provided between the interior of the gas container and the interior of the inflatable body.

In some cases, the valve 120 may be in a binary open position and a closed position. Alternatively, the gas valve may be a proportional valve that may control the flow of gas flowing between the gas container and the inflatable body. For example, the proportional valve may have a fully open configuration that allows a greater flow rate than a partially open configuration. Alternatively, a regulator valve, a throttle valve, a metering valve, or a needle valve may be used. A loop valve or a one-way valve may be used. The valve may have any number of ports. For example, a two-port valve may be used. Alternatively, three-port valves, four-port valves, or other types of valves may be used in other configurations. Any description herein regarding valves may be applied to any other type of flow control mechanism. The flow control mechanism may be any type of binary flow control mechanism (e.g., including only an open position and a closed position) or a variable flow control mechanism (e.g., may include multiple degrees of open and closed positions).

The gas valve 120 may be closed prior to inflating the inflatable member 130. The gas container 110 may contain a compressed gas therein, which may be prevented from flowing into the inflatable member by a closed gas valve. Thus, the pressure in the gas container may be higher than the pressure in the deflated inflatable body. A signal may be provided to the valve to cause the valve to open. In some cases, a signal to open a gas valve may be provided in response to detecting a malfunction of the aircraft. The signal may be generated in response to a situation indicating that an aircraft is about to collide or is likely to collide. When the gas valve is opened, compressed gas may flow from the gas container to the inflatable body to inflate the inflatable body. The gas may flow until the pressure in the gas container is relatively balanced with the pressure in the inflatable body. The inflatable body can be rapidly filled using the compressed gas. In some cases, the inflatable body may be completely filled within 0.01 seconds, 0.05 seconds, 0.1 seconds, 0.2 seconds, 0.3 seconds, 0.4 seconds, 0.5 seconds, 0.6 seconds, 0.7 seconds, 0.8 seconds, 0.9 seconds, 1 second, 1.2 seconds, 1.5 seconds, 2 seconds, 3 seconds, or 5 seconds. In some embodiments, once the inflatable body is filled, it remains fully filled. Alternatively, it may deflate after a period of time.

A controller 140 may be provided that controls the gas valve 120 that controls whether gas will flow into the inflatable member 130 and thus whether the inflatable member will inflate. The controller may generate a signal that may be provided to the gas valve to indicate whether to open the gas valve or to close the gas valve, or alternatively to indicate the extent to which the gas valve may be opened. The controller may be in communication with an aircraft control mechanism that may control other functions of the aircraft, such as propulsion, guidance, sensors, or communications. Alternatively, the controller providing the signal to the air valve may be the aircraft control mechanism itself. The controller may be mounted on an aircraft. Alternatively, the controller may be or be part of a device external to the aircraft. The controller may include a processor that may perform one or more steps according to a non-transitory computer readable medium that may define an operation of the aircraft. The processor may determine whether to send a signal to the gas valve or determine the type of signal to send based on the data. The processor may make this determination based on calculations performed on the data or a subset of the data. The controller may have one or more memory units, which may include a non-transitory computer-readable medium, which may contain code, logic, or instructions for performing one or more of the steps described above. The processor may generate a signal indicating a malfunction of the aircraft, which may be used to open the gas valve. Optionally, the controller may receive a signal indicating that a fault has occurred. The signal may be generated on-board the aircraft or may be generated from an external device in communication with the aircraft.

In one example, the controller may receive data from one or more sensors, or from another aircraft controller. Based on data received by the controller, with the aid of the processor, may generate a signal that may be sent to the gas valve. In some cases, the signal may cause the gas valve to change from a closed state to an open state. The signal may or may not indicate the degree to which the gas valve is open. In some cases, the signal may cause the gas valve to change from an open state to a closed state. In some embodiments, the default setting for the gas valve may be closed during operation of the aircraft. The gas valve may be opened in the event that a fault occurrence or other type of special event is detected. Once the gas valve is opened, it will remain open as the inflatable member has been inflated.

Fig. 2 shows another example of an impact protection apparatus 200 for an aircraft according to an embodiment of the invention. The impact protection apparatus may include a gas container 210 configured to enclose a compressed gas, a gas valve 220, and an inflatable body 230. The gas valve may control the flow of gas from the container to the inflatable body. The valve controller 240 may be in communication with the gas valve and may control the operation of the gas valve via a trigger signal 245 that may be sent to the gas valve. A valve controller power supply 250 may be provided and configured to power the valve controller. The valve controller may be in communication with an aircraft flight controller 260.

The gas container 210 may contain compressed gas. Any number of gas containers may be provided. The gas containers may be fluidly connected to each other. One or more gas containers may be controlled by a single valve 220. Optionally, a plurality of valves may be provided. Opening the valve allows gas to flow from one or more gas containers into the inflatable body 230, which may act as an airbag for the aircraft. In some cases, a single valve may control the flow of gas to the inflatable body. Optionally, a plurality of valves may be provided to control the flow of gas to the inflatable body. Optionally, each of the plurality of valves may be connected to one or more different gas containers.

The valve controller 240 may be in communication with the gas valve 220 and may control the operation of the gas valve via a trigger signal 245. The valve controller may send a signal to the gas valve to open it from a closed state, allowing gas to flow from the gas container 210 into the inflatable body 230. The valve controller may be in communication with and control a single valve. Optionally, the valve controller may be in communication with and control a plurality of valves. The plurality of valves may control the flow of gas to a single inflatable body or a plurality of inflatable bodies. In some embodiments, a flow control mechanism may be provided that controls the flow of gas from one or more containers to one or more inflatable members. The flow control mechanism may include one or more gas valves and one or more valve controllers. The trigger signal may indicate a malfunction of the aircraft. Any description herein of the failure of an aircraft may include or may be applicable to any condition of the aircraft where the likelihood of a collision may increase or be imminent. Any description herein of the failure of an aircraft may indicate a condition that may require deployment of one or more airbags.

The valve controller 240 may have a processor that may receive data from one or more sensors or one or more other controllers and generate a trigger signal 245 that may be sent to the valve 220. In some embodiments, one or more sensors may communicate directly with the valve controller. Alternatively, one or more sensors may be in communication with one aircraft flight controller 260, and aircraft flight controller 260 may be in communication with the valve controller. In some embodiments, the same sensor may be in direct communication with both the valve controller and the aircraft flight controller. Information from these same sensors may be useful for aircraft flight control as well as airbag deployment. In some cases, an aircraft flight controller may be a master controller that may control one or more functions of an aircraft. Optionally, an aircraft flight controller may be in communication with the master controller. Any description herein regarding the aircraft flight controller is applicable to the master controller and vice versa.

In one example, valve controller 240 may have one or more on-board accelerometers. The valve controller may have other position sensing sensors, such as a positioner (e.g., GPS) or orientation sensors along one, two, or three different axes. The valve controller may have one or more other motion detection sensors, such as a velocity detector (e.g., linear movement along one, two, or three axes, or angular rotation about one, two, or three axes), or an acceleration detector (e.g., linear movement along one, two, or three axes, or angular rotation about one, two, or three axes). Alternatively, these sensors may be part of the aircraft flight controller 260, or may be in communication with both the valve controller and the aircraft flight controller. In some cases, position detection sensors or motion detection sensors may be employed in valve controllers and aircraft flight controllers.

The aircraft may include an Inertial Measurement Unit (IMU). The inertial measurement unit may include one or more accelerometers, one or more gyroscopes, one or more magnetometers, or a suitable combination thereof. For example, the inertial measurement unit may include up to three orthogonal accelerometers measuring linear acceleration of the movable object along up to three translational axes and up to three orthogonal gyroscopes measuring angular acceleration about up to three rotational axes. The inertial measurement unit may be rigidly connected to the aircraft such that movement of the aircraft corresponds to movement of the inertial measurement unit. Optionally, the inertial measurement unit may be allowed to move relative to the aircraft in up to six degrees of freedom. The inertial measurement unit may be mounted directly on the aircraft or may be connected to a support structure mounted on the aircraft. The inertial measurement unit may be provided outside the aircraft or within the housing of the aircraft. The inertial measurement unit may be permanently or removably attached to the aircraft. The inertial measurement unit may provide a signal indicative of the motion of the aircraft, such as the position, orientation, velocity, and/or acceleration of the aircraft (e.g., relative to one, two, or three translational axes, and/or relative to one, two, or three rotational axes). For example, the inertial measurement unit may sense a signal representative of the acceleration of the aircraft, and the signal may be integrated once to provide velocity information and twice to provide position and/or orientation information. The inertial measurement unit may provide signals to a valve controller and/or an aircraft flight controller.

Additional sensors may be provided on the aircraft. For example, one or more sensors may be provided that can measure the operation of one or more motors or other actuators, motor drivers, rotors. For example, the sensor may detect the rotational speed of a rotating rotor of the aircraft. The rotor may be part of a propulsion system of an aircraft. The rotor may have one or more rotor blades, which in turn may provide lift to the aircraft. In some cases, a temperature sensor may be provided. The temperature sensor is capable of detecting overheating of one or more components of the aircraft. A power level sensor may also be provided. The power level sensor may detect the state of charge of the power source, such as a battery or battery pack that may power the aircraft. For example, if the power level sensor indicates that the aircraft's battery is running out of power, this may represent that the motors and flight controls are running out of power. If the battery of the aircraft has run out of power, this may indicate that the propulsion system has run out of power and/or that the aircraft flight controller or master controller may run out of power.

The information from the sensors may be analyzed to determine whether the aircraft is in a condition that requires deployment of an airbag. In one example, the condition may be a condition in which the aircraft has failed. This may include the following situations: an aircraft exhibits a situation that indicates the location or movement of a fault (e.g., free fall, unusual acceleration, collision, approaching a surface while traveling at high speed, unusual orientation), a situation when overheating is detected, a situation when a short circuit or fire is detected, a situation when the guidance or navigation system stops functioning, a situation when communication with an external device is lost, a situation when the power supply is extremely low, a situation when one or more components of the aircraft lose power. For example, a potential collision condition that may require inflation of the airbag may be determined when inertial measurement unit data is abnormal, when a problem with multiple motors, motor drives, or rotors causes the aircraft to lose stability, or when the aircraft hits a building. Valve controller 240 may then activate valve 220 to open and the compressed gas will enter and inflate deflated bladder 230.

One or more alarm conditions are provided to assist in detecting a potential collision condition in which the airbag must be deployed. In some cases, a single alarm condition may be sufficient to trigger inflation of the airbag. Alternatively, a particular combination of alarm conditions may be required to trigger inflation of the airbag.

In one example, an alarm condition may be provided when one or more sensors (e.g., accelerometers) of an aircraft (e.g., an unmanned aerial vehicle) detect that the aircraft is in a free-fall state. The acceleration of the aircraft may reflect an acceleration of the aircraft upon the descent equal to the gravitational acceleration. In some cases, an alarm condition may also be provided when the acceleration of the aircraft is greater than it can produce. The alarm condition is triggered when this large acceleration is detected in the gravity down direction or any other direction. The inflation of the airbags may be triggered when the aircraft is in a free-fall condition or moving at an acceleration that exceeds a predetermined threshold.

In another example, an alarm condition may occur when an aircraft is traveling at a speed that exceeds a predetermined threshold. Alternatively, an alarm condition may occur when an aircraft is traveling at a speed that exceeds a predetermined threshold and the aircraft is within a predetermined proximity of a surface upon which the aircraft may collide. For example, an alarm condition may occur if the aircraft is at low altitude (near the ground) and the speed of travel down exceeds a predetermined threshold. In another example, an alarm condition may be generated if the aircraft approaches the surface of a building and flies toward the building at a speed that exceeds a predetermined speed. This implies that a collision is imminent and that the airbag needs to be inflated.

In another case, an alarm condition may occur when the orientation of the aircraft changes at a frequency that exceeds a predetermined threshold frequency or in a particular manner. For example, a high frequency orientation change or oscillation may indicate instability. The instability may indicate that the aircraft is soon to crash and/or is about to collide, at which time the airbag needs to be inflated.

An alarm condition may also occur when the orientation of the aircraft is outside a predetermined range, for example if the aircraft (e.g., unmanned aircraft such as a rotorcraft) is head down, a crash is imminent and an alarm condition may be provided. Likewise, if the orientation of the aircraft is tilted more than 90 degrees relative to the direction of gravity (e.g., head down as compared to upright), an alarm condition may be provided. The orientation of the aircraft may indicate a instability, loss of control of the aircraft, or the aircraft dropping a vertical descent against a surface such as the ground and triggering inflation of the airbag.

The detected condition of the aircraft's motor, motor drive, or rotor may be electronically associated with the generation of an alarm condition. For example, if the motor driving the propulsion unit ceases to operate, an alarm condition may be provided. Similarly, if a rotor stall or rotation below a predetermined threshold is detected, an alarm condition may occur. In some cases, calculations may be performed to determine whether other motors or rotors are compensating for a stopped/slowed motor or rotor. If the compensation is insufficient, a shutdown of the motor or rotor indicates that the aircraft will lose propulsion (e.g., lift) or control and may fall or suffer a crash. This triggers the inflation of the airbag.

Additionally, an alarm condition may be provided when the temperature sensor detects overheating of one or more components of the aircraft. Overheating may be indicated when the sensed temperature exceeds a predetermined threshold temperature. Overheating may indicate that a portion of the aircraft may cease to operate or that a safety mechanism may suddenly shut down the portion of the aircraft. Shutting down a particular portion of an aircraft (e.g., propulsion) may cause the aircraft to crash or be subject to a crash. Shutting down other portions of the aircraft (e.g., navigation/communications) may cause the operation of the aircraft to become blind or out of control, which may also result in the aircraft being impacted or damaged. In these cases it may be necessary to release the balloon.

Further, an alarm condition may also occur when the power supply is low. For example, an aircraft may have one or more power sources, such as multiple batteries or multiple battery packs that power multiple portions of the aircraft. For example, one or more power sources may power the entire aircraft or different portions or different systems of the aircraft. For example, a single power source may power the propulsion of the aircraft, the guidance/navigation of the aircraft, a communication interface of the aircraft, a carrier of the aircraft, a payload of the aircraft, a sensing system (e.g., an inertial measurement unit) of the aircraft, and/or any other system of the aircraft. Alternatively, different power sources may power one or more different portions of the aircraft or different systems. When the power level of the power source falls below a predetermined threshold, this indicates that the power of the portion or system being powered by the power source will soon be exhausted, which will generate an alarm condition. For example, an alarm condition may occur when the charge of a power source that powers the propulsion system of the aircraft drops below a threshold charge value. This may indicate that the propulsion system is not functioning properly or will soon be shut down. This may result in the aircraft falling or being hit, which may inflate the airbag. In another example, the power of a power source powering a guidance/navigation system or a communication system of an aircraft may drop below a threshold charge value, which may result in an alarm condition. This may indicate that the operation of the aircraft is becoming blind or out of control, which may result in the aircraft being struck or damaged. This may further result in the airbag being deployed.

Likewise, an alarm condition may be provided if the aircraft or one or more systems of the aircraft are no longer powered. For example, if the propulsion system loses power, the propulsion system may cease to operate, which may result in the aircraft falling. In another example, if the guidance/navigation system or the communication system loses power, this can cause the operation of the aircraft to become blind or destabilized, which can increase the likelihood of a crash. This prevents the guidance/navigation from functioning properly if a particular sensor loses power. A loss of power condition may cause the airbag to be deployed.

A valve controller power supply 250 may be provided as part of the impact protection device. The valve controller power supply may provide power to the valve controller 240. The valve controller power supply may also provide power to the valve 220. The valve controller power supply may power a flow control mechanism, which may include one or more valve controllers and one or more valves. The valve controller power supply may be a separate power supply from the other power supplies of the aircraft. The flow control mechanism can be used to inflate the inflatable body even if other power sources of the aircraft are not operational. The valve controller may detect a condition for sending a trigger signal to the valve even if other parts of the aircraft lose power, and the valve can open in response to the signal to allow gas to flow into the inflatable body. For example, the valve controller power supply may be a different power supply than the rest of the aircraft. The valve controller power supply may be independent of the propulsion power supply. Thus, the valve controller power supply is still able to power the valve controller and/or the valve even if the propulsion unit loses power. Likewise, the valve controller power supply may be independent of the aircraft flight controller power supply or the main controller power supply. Thus, even if the aircraft flight controller loses power, the valve controller may still make a determination whether to provide the trigger signal 245 to the valve 220. The valve controller may provide a trigger signal to the valve when it is detected that the aircraft flight controller or the main controller has lost power. The power supply of the valve controller is independent of the power supply of the guidance system and/or the communication system. Thus, the valve controller power supply may still power the valve controller even if the aircraft is no longer capable of useful navigation or guidance control, or loses communication with an external device, such as a remote terminal.

Having a valve controller power supply 250 that is independent of other power supplies of the aircraft may advantageously allow for the triggering of airbags when the remainder of the aircraft loses power. The loss of power to the rest of the aircraft can be one of the conditions in which it is important to inflate the airbags. This provides an advantage over conventional systems where the main control and valve controller are powered by the same power source. In these cases, if the battery loses power, then both the motor and flight control lose power. One of the most critical points is that if the master control fails, there is no way to send a trigger signal to inflate the airbag. Thus, advantageously, the systems, methods, and apparatus provided herein provide for individually powered valve control.

The valve controller power supply may include one or more batteries. These batteries may be primary (e.g., single use) batteries or secondary (e.g., rechargeable) batteries. The state of charge of the valve controller power supply may or may not be monitored. In some cases, the valve controller power supply may be recharged periodically, or in response to one or more events. In some cases, the valve controller power supply may be automatically recharged while the motor of the propulsion unit is running.

In some cases, a single, separate valve controller power supply 250 may exclusively power the valve controller 240. Optionally, multiple valve controller power supplies may be provided as a backup to each other. Redundancy may be provided for any of the components described herein.

Fig. 3 illustrates an example of an impact protection apparatus 300 using a safety mechanism according to an embodiment of the present invention. The impact protection device may be used in an aircraft, such as an unmanned aircraft. The impact protection apparatus may include a vessel 310 configured to enclose a fluid, a flow control valve 320, and an inflatable body 330. A gas valve may control the flow of gas from the container to the inflatable body. The valve controller 340 may be in communication with the gas valve and may control the operation of the gas valve via a trigger signal 345 that may be sent to the gas valve. A valve controller power supply 350 may be provided and configured to provide power to the valve controller. A safety mechanism 360 may be provided that prevents inflation of the inflatable member unless deactivated.

The container 310 may contain a fluid, such as a gas. Preferably, the fluid may be a compressed gas. Alternatively, the fluid may comprise a liquid or a mixture of gas and liquid. The fluid may be pressurized or compressed. The fluid may be delivered into the inflatable body 330 to inflate the inflatable body. The flow control valve 320 may control the flow of fluid from the container to the inflatable body. In some cases, the valve may be initially in a closed state that may prevent the flow of fluid from the container to the inflatable body. The valve may be opened in response to a signal from the valve controller 340. Opening the valve causes fluid from the container to enter the inflatable body and inflate the inflatable body.

The valve controller 340 may be powered by a valve controller power supply 350. The valve controller power supply may be independent of one or more other power supplies of the aircraft. For example, the valve controller power supply may be independent of the power supply that powers the propulsion mechanism of the aircraft, or independent of the power supply that powers the main controller of the aircraft. The valve controller is able to operate even when the remainder of the aircraft loses power or power is turned off. Thus, the valve controller may provide a signal to trigger inflation of the inflatable body, regardless of whether other parts of the aircraft are in operation. The valve controller may send the trigger signal in response to one or more signals or sensor inputs. To decide whether to provide the trigger signal, the valve controller may perform an analysis of the signal or sensor input. The valve controller may make these decisions continuously, periodically, or as the case may be.

In another example, the valve controller may provide a trigger signal in response to a signal from a terminal remote from the aircraft. The terminal may be in communication with an aircraft. In some cases, the terminal may control the positioning, heading, or flight of the aircraft. The terminal may receive data from the aircraft, such as position or flight information, or data collected by the payload of the aircraft. In some cases, a user may provide input to the terminal to remotely trigger deployment of an airbag. For example, a user may observe that the aircraft is about to strike an object and may remotely trigger the inflation of the airbag. The communication system in communication with the terminal may be powered by the valve controller power supply 350 or another power supply. In some cases, communication from the terminal to the valve controller 340 may still occur even if other portions of the aircraft (e.g., propulsion unit, flight controller, main controller, guidance/navigation) fail.

In some embodiments, a safety mechanism 360 may be provided that prevents inflation of the inflatable member unless deactivated. In some cases, the default setting of the safety mechanism may be in an active state and prevent inflation of the inflatable body. This prevents premature deployment of the airbag. This may prevent the airbag from deploying and injuring a person holding the aircraft, for example. This prevents the airbag from deploying when the aircraft is not being turned on (or should not be turned on but is being turned off incorrectly) or is being transported by an individual. In one example, a propulsion unit (e.g., a rotor) of an aircraft may begin to perform a flight function after flight control of the aircraft is turned on or enabled. When flight control is turned on, a signal is sent to the safety mechanism that causes the safety mechanism to be deactivated (or "closed"). Deactivating the safety mechanism may allow the airbag to deploy in response to a trigger signal from the valve controller 340. The safety mechanism may be deactivated by a safety signal indicating that the UAV is operating. The safety signal may be provided by a flight control system of the unmanned aerial vehicle or another system of the unmanned aerial vehicle.

In another embodiment, the safety mechanism 360 may include a safety pin. A safety pin may be provided, similar to a fire extinguisher, so that if the pin is not pulled out, the air bag cannot be inflated. In some embodiments, the safety mechanism includes one pin, and deactivation of the safety mechanism may include removal of the pin. The pin may be configured to be removed by a user prior to operation of the aircraft. The pin may be manually removed by a user before the aircraft is allowed to operate. In some cases, the aircraft cannot be operated without first removing the shear pin. In another example, opening the aircraft or operating the aircraft may cause the shear pin to be automatically removed.

There may be a single container or multiple containers, according to various embodiments of the invention. The topology may be a single large container connected to multiple inflatable members or a single small container for a single inflatable member. Alternatively, a plurality of containers may be provided for a single inflatable body. Each inflatable body may be controlled by a single valve or by a plurality of valves. Each valve may have its own valve controller, or multiple valves may share a valve controller. A single valve controller power supply may be provided to a single valve controller or to multiple valve controllers. In some cases, multiple single valve controller power supplies may be provided to a single valve controller or to multiple valve controllers. A single safety mechanism may be provided for a single valve or valve controller, or for multiple valves or valve controllers. In some cases, multiple safety mechanisms may be provided for multiple valves or valve controllers.

Fig. 4 shows one example of an Unmanned Aerial Vehicle (UAV)400 having a plurality of deployed airbags. Any description herein with respect to an unmanned aerial vehicle is applicable to any other type of movable object, e.g., any type of vehicle, and vice versa. In some embodiments, the UAV may have one UAV body 410 or hub. One or more propulsion units 420a, 420b may be provided for the unmanned aerial vehicle. In some embodiments, the airbag may be deployed 430 above the UAV and the airbag may also be deployed 440 below the UAV.

The UAV may have a lightweight body 410. The weight of the UAV will be further described elsewhere herein. The unmanned aerial vehicle can have a small size. Any size of the UAV will be further described elsewhere herein. The unmanned aerial vehicle can be lifted by a person with one or both hands.

The UAV may have one or more propulsion units 420. The propulsion unit may comprise one or more actuator driven rotors. The rotor may include one or more rotor blades. A rotor including a plurality of rotor blades is rotatable about an axis of rotation. In one example, the UAV may have a plurality of arms, each arm having a propulsion unit disposed thereon. These arms may be connected to the lightweight body 410 at the proximal end. These propulsion units may be disposed at or near the distal end of the arm. For example, the propulsion units may be within 50% of the arm length, within 40% of the arm length, within 30% of the arm length, within 25% of the arm length, within 20% of the arm length, within 15% of the arm length, within 10% of the arm length, within 5% of the arm length, within 3% of the arm length, or within 1% of the arm length from the distal end of the arm. The propulsion units may be oriented vertically to provide lift for the UAV. In some cases, one or more propulsion units may be angled or oriented sideways to provide lateral thrust for the UAV. Any number of arms and/or propulsion units may be provided. For example, one, two, three, four, five, six, seven, eight, nine, ten or more arms and/or propulsion units may be provided.

One or more airbags may be provided for the unmanned aerial vehicle. In some embodiments, a single airbag may be configured to deploy beneath the UAV. Alternatively, a single airbag may be configured to deploy over the UAV. In some embodiments, multiple balloons may be provided. The plurality of airbags may be configured to deploy below the UAV, above the UAV, or any combination thereof. For example, one or more airbags may be deployed below the UAV, and one or more airbags may be deployed above the UAV. In some cases, one or more airbags may be configured to deploy at the sides of the UAV.

The one or more airbags may be deployed from any portion of the UAV. For example, one or more of the plurality of airbags can be configured to deploy from the UAV body 410. Likewise, one or more airbags may be configured to deploy from a mid-portion of the UAV or from a hub of the UAV to which one or more arms may be attached. The deflated bladder may be housed within an enclosure or may be partially enclosed by an enclosure of the body or portion of the UAV. Alternatively, the deflated bladder may be disposed outside the body shell or may be at least partially exposed. The airbag may be connected to the UAV in any manner. In one example, one large airbag may be deployed from the UAV body above 430 the UAV and from the UAV body below 440 the UAV. In some embodiments, the "up" portion of the unmanned aerial vehicle may be: in the ascending direction when the propulsion unit is operating, the portion above the unmanned aerial vehicle arm. In some embodiments, the "down" portion of the unmanned aerial vehicle may be: in the portion below the unmanned aerial vehicle arm in the direction opposite to the direction of ascent when the propulsion unit is operating. When deployed, the airbag may be configured to pass through an opening of the UAV body shell, or to cause a portion of the UAV body shell to fall out. Optionally, the unmanned aerial vehicle body is not affected when the airbag is deployed.

In some embodiments, the UAV may be oriented during controlled flight such that a "downward" portion of the UAV is in the direction of gravity g and an "upward" portion is opposite the direction of gravity g. The unmanned aerial vehicle, when out of control (e.g., overturned), changes orientation such that an upward portion of the unmanned aerial vehicle is directed toward the ground and a downward portion of the unmanned aerial vehicle is directed toward the sky. At this point, it may be advantageous to have airbags that can deploy above and below the UAV. In some cases, the unmanned aerial vehicle rolls over when falling, and thus it is difficult to predict which side the unmanned aerial vehicle lands. In this case, providing airbags on multiple sides of the unmanned aerial vehicle is advantageous for providing protection to the unmanned aerial vehicle that lands at unpredictable angles.

The plurality of airbags can be of sufficient size such that a single airbag can substantially reduce the impact forces to which the unmanned aerial vehicle is subjected. The plurality of airbags can substantially reduce the impact forces to which the UAV is subjected to prevent any or significant damage to the UAV. The one or more inflated balloons may have a volume greater than a volume of the UAV. Alternatively, the volume of the one or more inflated airbags may be equal to the volume of the unmanned aerial vehicle, or less than the volume of the unmanned aerial vehicle. For example, the ratio between the volume of the inflated airbag and the volume of the UAV may be less than or equal to approximately 5: 1, 4: 1, 3: 1, 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, or 1: 5. The ratio between the volume of the inflated airbag and the volume of the unmanned aerial vehicle may be greater than or equal to approximately 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, 1: 5, or 1: 6. The ratio between the footprint of the inflated airbag and the footprint of the unmanned aerial vehicle may be less than or equal to approximately 3: 1, 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, or 1: 5. The ratio between the footprint of the inflated airbag and the footprint of the unmanned aerial vehicle may be greater than or equal to approximately 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, 1: 5, or 1: 6.

Fig. 5 shows another example of an Unmanned Aerial Vehicle (UAV)500 having a plurality of deployed airbags. In some embodiments, the UAV may have one UAV body 510 or hub. One or more propulsion units 520a, 520b may be provided for the unmanned aerial vehicle. In some embodiments, the balloons 530a, 530b may be deployed proximate to the propulsion unit.

The UAV may have a lightweight and/or compact body 510. The unmanned aerial vehicle can be lifted by a person with one or both hands.

The UAV may have one or more propulsion units 520a, 520 b. The unmanned aerial vehicle can be a rotorcraft having one or more rotors with a plurality of rotor blades that are capable of generating lift when rotating at a sufficiently fast speed. The propulsion units may be oriented vertically to provide lift for the UAV. In some cases, one or more propulsion units may be angled or oriented sideways to provide lateral thrust for the UAV. Any number of arms and/or propulsion units may be provided. For example, one, two, three, four, five, six, seven, eight, nine, ten or more arms and/or propulsion units may be provided. These arms may extend radially from the central hub or body 510 of the UAV. The plurality of arms may be substantially coplanar. In some cases, the plurality of propulsion units may also be substantially coplanar.

One or more airbags may be provided for the unmanned aerial vehicle. The plurality of airbags may be configured to deploy in proximity to one propulsion unit of the UAV. In some embodiments, a single airbag may be configured to deploy below the propulsion unit. Alternatively, a single airbag may be configured to deploy over the propulsion unit. In some embodiments, multiple balloons may be provided. The plurality of airbags can be configured to deploy below the propulsion unit, above the propulsion unit, or any combination thereof. For example, one or more airbags may be deployed below the UAV, and one or more airbags may be deployed above the propulsion unit. In some cases, one or more airbags can be configured to deploy on one side of the propulsion unit. The propulsion unit may be surrounded by the one or more airbags from different sides when the one or more airbags are deployed.

The one or more airbags may be deployed from any portion of the UAV. For example, one or more of the plurality of airbags can be configured to deploy from the propulsion unit or an area proximate to the propulsion unit. In some embodiments, multiple airbags may be deployed from one or arms that are proximate to the propulsion unit. The plurality of balloons may deploy from one or more arms within 50% of the arm length, within 40% of the arm length, within 30% of the arm length, within 25% of the arm length, within 20% of the arm length, within 15% of the arm length, within 10% of the arm length, within 5% of the arm length, within 3% of the arm length, or within 1% of the arm length from the distal end of the arm. The plurality of air bags may deploy within 30% of the arm length, within 25% of the arm length, within 20% of the arm length, within 15% of the arm length, within 10% of the arm length, within 5% of the arm length, within 3% of the arm length, or within 1% of the arm length from the location of the propulsion unit on the arm. The deflated airbag may be housed in a housing or partially enclosed by the housing of the unmanned aerial vehicle's arm or propulsion unit. Alternatively, the deflated bladder may be disposed outside the housing or at least partially exposed. In one example, the airbag may deploy substantially below 530a, 530b and/or to the side of the propulsion unit. Each propulsion unit may have one or more airbags deployed in proximity thereto. In some embodiments, multiple airbags may be deployed proximate to each propulsion unit. The plurality of air bags may be gathered around a plurality of propulsion units. When deployed, the airbag may be configured to pass through an opening in the unmanned aerial vehicle arm housing or an opening in the propulsion unit housing, or to cause a portion of the unmanned aerial vehicle housing to fall out. Optionally, the airbag is deployed without affecting the structure of the UAV.

The plurality of airbags may be of sufficient size such that a single airbag can substantially reduce the impact forces to which the propulsion unit and/or the body of the unmanned aerial vehicle is subjected. The plurality of airbags can substantially reduce the impact forces to which the propulsion unit is subjected to prevent any or significant damage to the propulsion unit and/or the body of the UAV. The one or more inflated balloons may have a volume greater than the volume of the propulsion unit. Alternatively, the volume of the one or more inflated balloons may be equal to the volume of the propulsion unit, or less than the volume of the propulsion unit. For example, the ratio of the volume of the inflated airbag to the volume of the propulsion unit may be less than or equal to approximately 5: 1, 4: 1, 3: 1, 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, or 1: 5. The ratio between the volume of the inflated airbag and the volume of the propulsion unit may be greater than or equal to approximately 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, 1: 5, or 1: 6. The ratio between the footprint of the inflated airbag and the footprint of the propulsion unit may be less than or equal to approximately 3: 1, 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, or 1: 5. The ratio between the footprint of the inflated airbag and the footprint of the propulsion unit may be greater than or equal to approximately 2: 1, 1.5: 1, 1.2: 1, 1: 1.2, 1: 1.5, 1: 2, 1: 3, 1: 4, 1: 5, or 1: 6.

The location and number of airbags depends on the aircraft model, size, volume, weight, and other factors. For example, unmanned aircraft may use smaller airbags or fewer airbags than aircraft designed to carry one or more passengers. The airbag may be configured to protect the aircraft from a certain angle or angles. For example, the plurality of airbags may be configured to reduce the impact forces to which the aircraft is subjected when the impact occurs below the aircraft, above the aircraft, to the side of the aircraft, and/or at any other angle of the aircraft.

All airbags can be deployed simultaneously. In some cases, detection of a condition in which an airbag should deploy may result in all airbags on the aircraft being deployed. In some cases, this may be advantageous for situations where it may be difficult to predict which side of the aircraft will strike a surface or other device. Alternatively, the number of airbag deployments may be selected. For example, if it is detected that a collision will likely occur on the bottom side of the aircraft, the airbag on the bottom side of the aircraft will deploy. Alternatively, if it is detected that a collision will likely occur at the top or sides of the aircraft, the top and/or side airbags may deploy.

Deployment of the airbags may reduce damage that may result from an aircraft undergoing a collision. Likewise, deployment of the airbag may reduce damage or injury to the aircraft, such as a payload (e.g., a camera, lighting, audio, measurement or sensing device), a passenger, or any other item carried by or attached to the aircraft. An impact occurs when an aircraft strikes a surface (e.g., the ground, a wall, a ceiling, water, a cliff), a possible obstacle (e.g., a tree, a plant, a person or other creature, a utility pole, a lighting unit, a wire, a billboard, a building), or a moving object (e.g., other aircraft, other types of vehicles, creatures).

The systems, devices, and methods described herein may be used with a wide variety of movable objects. As previously mentioned, any of the descriptions herein with respect to aircraft may be applied to or used with any movable object. In some embodiments, any description herein regarding an aircraft is applicable to an unmanned aerial vehicle.

The movable object of the present invention may be configured to move within any suitable environment, for example, in the air (e.g., a fixed wing aircraft, a rotary wing aircraft, or an aircraft that does not have either fixed wings or rotary wings), in the water (e.g., a boat or submarine), on the ground (e.g., a motor vehicle such as an automobile, truck, bus, van, or motorcycle; a movable structure or structure such as a cane, fishing pole, or train), underground (e.g., a subway), in space (e.g., a space shuttle, satellite, or probe), or any combination of these environments. The movable object may be a vehicle, such as those described elsewhere herein. In some embodiments, the movable object may be mounted on a living body, such as a human or animal. Suitable animals may include birds, canines, felines, equines, bovines, ovines, porcines, dolphins, rodents, or insects.

The movable object is capable of free movement within the environment with respect to six degrees of freedom (e.g., three translational degrees of freedom and three rotational degrees of freedom). Alternatively, movement of the movable object may be limited with respect to one or more degrees of freedom, such as through a predetermined path, trajectory, or orientation. The movement may be actuated by any suitable actuation mechanism, such as an engine or motor. The actuating mechanism of the movable object may be powered by any suitable energy source, for example, electrical energy, magnetic energy, solar energy, wind energy, gravitational potential energy, chemical energy, nuclear energy, or any suitable combination of the above. The movable object may be self-propelled by a propulsion system as mentioned elsewhere herein. The propulsion system may optionally be operated by means of an energy source, such as electric, magnetic, solar, wind, gravitational potential, chemical, nuclear or any suitable combination thereof. Alternatively, the movable object may be carried by a biological body.

In some cases, the movable object may be a vehicle. Suitable vehicles may include water vehicles, air vehicles, space vehicles, or land vehicles. For example, the aircraft may be a fixed wing aircraft (e.g., airplane, glider), a rotary wing aircraft (e.g., helicopter, rotorcraft), an aircraft having fixed wings and rotating wings, or an aircraft having neither fixed nor rotating wings (e.g., airship, hot air balloon). The vehicle may be self-propelled, for example in air, on or under water, in space or on or under land. The self-propelled vehicle may employ a propulsion system, such as a propulsion system including one or more engines, motors, wheels, shafts, magnets, rotors, propellers, blades, nozzles, or any suitable combination thereof. In some cases, the propulsion system may be used to disengage, land, maintain a current position and/or orientation (e.g., hover), change orientation, and/or change position of the movable object from a surface.

The movable object may be controlled remotely by a user or locally by an operator located within or on the movable object. In some embodiments, the movable object is an unmanned movable object, such as an unmanned aerial vehicle. An unmanned movable object such as an unmanned aerial vehicle may not carry an operator on the movable object. The movable object may be controlled by a human or autonomous control system (e.g., a computer control system), or any suitable combination of the above. The movable object may be an autonomous or semi-autonomous robot, such as a robot configured with artificial intelligence.

The movable object may have any suitable size and/or dimensions. In some embodiments, the movable object is sized and/or dimensioned to accommodate a human operator within or on board the vehicle. Alternatively, the size and/or dimensions of the movable object may be smaller than the size and/or dimensions capable of accommodating or carrying a human operator in or on the vehicle. The movable object may have a size and/or dimensions that are suitable for being lifted or carried by a human. Alternatively, the size and/or dimensions of the movable object may be larger than the size and/or dimensions suitable for being lifted or carried by a human being. In some cases, the movable object can have a maximum dimension (e.g., length, width, height, diameter, diagonal length) that is less than or equal to about 2 centimeters, 5 centimeters, 10 centimeters, 50 centimeters, 1 meter, 2 meters, 5 meters, or 10 meters. The maximum dimension may be greater than or equal to about 2 centimeters, 5 centimeters, 10 centimeters, 50 centimeters, 1 meter, 2 meters, 5 meters, or 10 meters. For example, the distance between the axes of opposing rotors of the movable object may be less than or equal to about 2 centimeters, 5 centimeters, 10 centimeters, 50 centimeters, 1 meter, 2 meters, 5 meters, or 10 meters. Alternatively, the distance between the axes of opposing rotors may be greater than or equal to about 2 centimeters, 5 centimeters, 10 centimeters, 50 centimeters, 1 meter, 2 meters, 5 meters, or 10 meters.

In some embodiments, the volume of the movable object may be less than 100 centimeters by 100 centimeters, less than 50 centimeters by 30 centimeters, or less than 5 centimeters by 3 centimeters. The total volume of the movable object can be less than or equal to about 1 cubic centimeter, 2 cubic centimeters, 5 cubic centimeters, 10 cubic centimeters, 20 cubic centimeters, 30 cubic centimeters, 40 cubic centimeters, 50 cubic centimeters, 60 cubic centimeters, 70 cubic centimeters, 80 cubic centimeters, 90 cubic centimeters, 100 cubic centimeters, 150 cubic centimeters, 200 cubic centimeters, 300 cubic centimeters, 500 cubic centimeters, 750 cubic centimeters, 1000 cubic centimeters, 5000 cubic centimeters, 10,000 cubic centimeters, 100,000 cubic centimeters, 1 cubic meter, or 10 cubic meters. Conversely, the total volume of the movable object may be greater than or equal to about: 1 cubic centimeter, 2 cubic centimeters, 5 cubic centimeters, 10 cubic centimeters, 20 cubic centimeters, 30 cubic centimeters, 40 cubic centimeters, 50 cubic centimeters, 60 cubic centimeters, 70 cubic centimeters, 80 cubic centimeters, 90 cubic centimeters, 100 cubic centimeters, 150 cubic centimeters, 200 cubic centimeters, 300 cubic centimeters, 500 cubic centimeters, 750 cubic centimeters, 1000 cubic centimeters, 5000 cubic centimeters, 10,000 cubic centimeters, 100,000 cubic centimeters, 1 cubic meter, or 10 cubic meters.

In some embodiments, the footprint of the movable object (which may refer to the area of the transverse cross-section enclosed by the movable object) may be less than or equal to about: 32,000 square centimeters, 20,000 square centimeters, 10,000 square centimeters, 1,000 square centimeters, 500 square centimeters, 100 square centimeters, 50 square centimeters, 10 square centimeters, or 5 square centimeters. Conversely, the footprint may be greater than or equal to about: 32,000 square centimeters, 20,000 square centimeters, 10,000 square centimeters, 1,000 square centimeters, 500 square centimeters, 100 square centimeters, 50 square centimeters, 10 square centimeters, or 5 square centimeters.

In some cases, the weight of the movable object may not exceed 1000 kilograms. The weight of the movable object may be less than or equal to about: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or 0.01 kg. Conversely, the weight may be greater than or equal to about: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or 0.01 kg.

In some embodiments, the moveable object may be small relative to the load carried by the moveable object. As will be described in detail below, the payload may include a payload and/or a carrier. In some examples, the ratio of the weight of the movable object to the weight of the load may be greater than, less than, or equal to about 1: 1. In some cases, the ratio of the weight of the movable object to the weight of the load may be greater than, less than, or equal to about 1: 1. Alternatively, the ratio of the weight of the carrier to the weight of the load may be greater than, less than, or equal to about 1: 1. The ratio of the weight of the movable object to the weight of the load may be less than or equal to 1: 2, 1: 3, 1: 4, 1: 5, 1: 10, or less, as desired. Conversely, the ratio of the weight of the movable object to the weight of the load may also be greater than or equal to 2: 1, 3: 1, 4: 1, 5: 1, 10: 1, or greater.

In some embodiments, the movable object may have low energy consumption. For example, the movable object may use less than about: 5 watts/hour, 4 watts/hour, 3 watts/hour, 2 watts/hour, 1 watt/hour, or less. In some cases, the carrier of the movable object may have a low energy consumption. For example, the carrier may use less than about: 5 watts/hour, 4 watts/hour, 3 watts/hour, 2 watts/hour, 1 watt/hour, or less. Alternatively, the payload of the movable object may have a low energy consumption, for example less than about: 5 watts/hour, 4 watts/hour, 3 watts/hour, 2 watts/hour, 1 watt/hour, or less.

Fig. 6 shows an Unmanned Aerial Vehicle (UAV)600 in accordance with an embodiment of the invention. The UAV may be one example of a movable object described herein. The UAV 600 may include a propulsion system having four rotors 602, 604, 606, and 608. Any number of rotors (e.g., one, two, three, four, five, six, or more) may be provided. The rotor may be an embodiment of a self-tightening rotor as described elsewhere herein. The rotors, rotor assemblies, or other propulsion systems of the unmanned aerial vehicle may cause the unmanned aerial vehicle to hover/maintain, change orientation, and/or change position. The distance between the axes of the opposing rotors may be any suitable length 610. For example, the length 610 may be less than or equal to 2 meters, or less than or equal to 5 meters. In some embodiments, the length 610 may be in a range of 40 centimeters to 7 meters, 70 centimeters to 2 meters, or 5 centimeters to 5 meters. Any description herein regarding the unmanned aerial vehicle is applicable to the movable object, e.g., a different type of movable object, and vice versa.

In some embodiments, the movable object may be configured to carry a load. The load may include one or more of passengers, cargo, equipment, instrumentation, and the like. The load may be housed in a housing. The housing may be separate from or part of the housing of the movable object. Alternatively, the load may be self-contained with a housing when the movable object is free of a housing. Alternatively, portions of the load or the entire load may be free of an enclosure. The load may be rigidly fixed relative to the movable object. Optionally, the load may also be movable relative to the movable object (e.g., translatable or rotatable relative to the movable object).

In some embodiments, the load comprises one payload. The payload may be configured not to perform any operation or function. Alternatively, the payload may be a payload, also referred to as a functional payload, configured to perform some operation or function. For example, the payload may include one or more sensors for surveying one or more targets. Any suitable sensor may be incorporated into the payload, such as an image capture device (e.g., a camera), an audio capture device (e.g., a parabolic microphone), an infrared imaging device, or an ultraviolet imaging device. The sensors may provide static sensing data (e.g., photographs) or dynamic sensing data (e.g., video). In some embodiments, the sensor provides sensed data for a target of the payload. Alternatively or in combination, the payload may include one or more transmitters to provide signals to one or more targets. Any suitable emitter may be used, for example, an illumination source or a sound source. In some embodiments, the payload includes one or more transceivers, for example, for communicating with modules remote from the movable object. Optionally, the payload may be configured for interacting with an environment or a target. For example, the payload may include a tool, instrument, or mechanism capable of manipulating an object, such as a robotic arm.

Alternatively, the load may comprise a carrier. The carrier may be provided for the payload, and the payload may be coupled to the movable object through the carrier, including directly coupled (e.g., in direct contact with the movable object) or indirectly coupled (e.g., not in contact with the movable object). Conversely, the payload may be mounted on a movable object without a carrier. The payload may be integrally formed with the carrier. Alternatively, the payload may be removably connected to the carrier. In some embodiments, the payload may include one or more payload elements, and as described above, one or more of the payload elements are movable relative to the movable object and/or carrier.

The carrier may be integrally formed with the movable object. Alternatively, the carrier may be detachably connected to the movable object. The carrier may be directly or indirectly connected to the movable object. The carrier may provide support for the payload (e.g., carry at least a portion of the weight of the payload). The carrier may include suitable mounting structures (e.g., a pan-tilt platform) that are capable of stabilizing and/or guiding the movement of the payload. In some embodiments, the carrier may be adapted to control a state (e.g., position and/or orientation) of the payload relative to the movable object. For example, the carrier may be configured to move relative to the movable object (e.g., relative to one, two, or three degrees of translation and/or one, two, or three degrees of rotation) such that the payload maintains its position and/or orientation relative to a suitable frame of reference regardless of movement of the movable object. The reference frame may be a fixed reference frame (e.g., ambient environment). Optionally, the reference frame may also be a moving reference frame (e.g., movable object, payload target).

In some embodiments, the carrier may be configured to allow payload movement relative to the carrier and/or movable object. The movement may be a translation relative to at most three degrees of freedom (e.g., translation along one, two, or three axes) or a rotation relative to at most three degrees of freedom (e.g., rotation about one, two, or three axes), or any suitable combination thereof.

In some cases, the carrier may include a carrier frame assembly and a carrier actuation assembly. The carrier frame assembly may provide structural support for the payload. The carrier frame assembly may comprise individual carrier frame parts, some of which may be movable relative to each other. The carrier actuation assembly may include one or more actuators (e.g., motors) to actuate movement of the individual carrier frame members. The actuator may allow for simultaneous movement of multiple carrier frame parts or may be configured to allow movement of only a single carrier frame part at a time. Movement of the carrier frame member may cause corresponding movement of the payload. For example, the carrier actuation assembly may actuate one or more carrier frame components to rotate about one or more rotational axes (e.g., roll, pitch, or yaw). Rotation of the one or more carrier frame members may rotate the payload relative to the movable object about one or more axes of rotation. Alternatively or in combination, the carrier actuation assembly may actuate one or more carrier frame components to translate along one or more translation axes, and thereby translate the payload relative to the movable object along one or more corresponding axes.

Upon detection of a condition, such as a fault, one or more airbags may deploy. The airbag may deploy to reduce the impact force of an impact. The airbag may deploy to protect any portion of the movable object and/or the load of the object. The airbag may deploy to protect the payload or carrier of the movable object.

In some embodiments, movement of the movable object, carrier, and payload relative to a fixed reference frame (e.g., the surrounding environment) and/or relative to each other may be controlled by one terminal. The terminal may be a remote control device located remotely from the movable object, carrier and/or payload. The terminal may be mounted or otherwise secured to a support platform. Optionally, the terminal may be a handheld or wearable device. For example, the terminal may include a smartphone, a tablet, a laptop, a computer, glasses, gloves, a helmet, a microphone, or a suitable combination of the above. The terminal may comprise a user interface, such as a keyboard, mouse, joystick, touch screen or display. Any suitable user input may be used to interact with the terminal, such as manually entered commands, voice control, gesture control, or position control (e.g., through movement, positioning, or tilting of the terminal).

The terminal may be used to control any suitable state of the movable object, carrier and/or payload. For example, the terminals may be used to control the position and/or orientation of movable objects, carriers and/or payloads relative to a fixed reference frame and/or relative to each other. In some embodiments, the terminal may be used to control individual elements of the movable object, carrier and/or payload, for example, an actuation assembly of the carrier, a sensor of the payload, or a transmitter of the payload. The terminal may comprise a wireless communication means for communicating with one or more of the movable object, the carrier or the payload.

The terminal may comprise a suitable display unit for viewing the information of the movable object, the carrier and/or the payload. For example, the terminal may be configured to display information about the movable object, carrier and/or payload with respect to position, translational velocity, translational acceleration, orientation, angular velocity, angular acceleration, or any suitable combination thereof. In some embodiments, the terminal may display information provided by the payload, such as data provided by a functional payload (e.g., images recorded by a camera or other image capture device).

Optionally, the same terminal is capable of simultaneously controlling the movable object, carrier and/or payload or the state of the movable object, carrier and/or payload and receiving and/or displaying information from the movable object, carrier and/or payload. For example, one terminal may control the positioning of the payload relative to the environment while displaying image data captured by the payload or information about the location of the payload. Alternatively, different terminals may be used for different functions. For example, a first terminal may control the movement or state of a movable object, carrier, and/or payload, while a second terminal may receive and/or display information from the movable object, carrier, and/or payload. For example, a first terminal may be used to control the positioning of the payload relative to the environment, while a second terminal displays image data captured by the payload. A plurality of communication modes may be applied between one movable object and one integrated terminal that both controls the movable object and receives data, or a plurality of communication modes may be applied between the movable object and a plurality of terminals that both controls the movable object and receives data. For example, at least two different communication modes may be formed between a movable object and a terminal that both controls the movable object and receives data from the movable object.

Fig. 7 shows a movable object 700 including a carrier 702 and a payload 704, in accordance with embodiments. Although movable object 700 is depicted as an aircraft, movable object 700 is not so limited and any suitable type of movable object may be employed, as previously described herein. Those skilled in the art will appreciate that any of the embodiments described herein in the context of an aircraft system may be applied to any suitable movable object (e.g., an unmanned aerial vehicle). In some cases, payload 704 may be disposed on movable object 700 without carrier 702. Moveable object 700 may include a plurality of propulsion mechanisms 706, a sensing system 708, and a communication system 710.

As previously described, propulsion mechanism 706 may include one or more of a rotor, propeller, blade, engine, motor, wheel, shaft, magnet, or nozzle. For example, propulsion mechanism 706 may be a rotor assembly or other rotary propulsion unit. The movable object may have one or more, two or more, three or more, four or more propulsion mechanisms. These propulsion mechanisms may all be of the same type. Alternatively, one or more of the propulsion mechanisms may be a different type of propulsion mechanism. The propulsion mechanism 706 may be mounted to the movable object 700 using any suitable means, such as a support element (e.g., a drive shaft) as described elsewhere herein. Propulsion mechanism 706 may be mounted on any suitable portion of movable object 700, such as the top, bottom, front, back, sides, or any suitable combination thereof.

In some embodiments, propulsion mechanism 706 may enable movable object 700 to vertically takeoff from or land on a surface without any horizontal movement of movable object 700 (e.g., without traveling on a runway). Alternatively, propulsion mechanism 706 may be operable to cause movable object 700 to hover at a specified location and/or orientation in the air. One or more of the propulsion mechanisms 700 may be independently controlled from the other propulsion mechanisms. Alternatively, the propulsion mechanisms 700 may be configured to be controlled simultaneously. For example, the movable object 700 may have a plurality of horizontally oriented rotors that may provide lift and/or thrust to the movable object. The plurality of horizontally oriented rotors can be actuated to enable vertical takeoff, vertical landing, and hovering of the movable object 700. In some embodiments, one or more of the horizontally oriented rotors may spin clockwise while one or more other of the horizontal rotors may spin counterclockwise. For example, the number of rotors that rotate clockwise may be equal to the number of rotors that rotate counterclockwise. To control the lift and/or thrust generated by each horizontally oriented rotor, the rotational speed of each horizontally oriented rotor may be independently varied and the spatial arrangement, speed, and/or acceleration (e.g., relative to at most three degrees of translation and at most three degrees of rotation) of the movable object 700 may be adjusted accordingly.

Sensing system 708 can include one or more sensors that can sense the spatial layout, velocity, and/or acceleration (e.g., relative to at most three degrees of translation and at most three degrees of rotation) of movable object 700. The one or more sensors may include a Global Positioning System (GPS) sensor, a motion sensor, an inertial sensor, a distance sensor, or an image sensor. The sensing data provided by sensing system 708 may be used to control the spatial layout, speed, and/or orientation of movable object 700 (e.g., using a suitable processing unit and/or control module as described below). Optionally, the sensing system 708 may be used to provide data about the surroundings of the movable object, such as weather conditions, distance from potential obstacles, location of geographical features, location of man-made buildings, and the like. The sensing system data may be useful to determine a situation where one or more airbags of the movable object are to be deployed.

The communication system 710 enables communication with a terminal 712 having a communication system 714 via wireless signals 716. The communication systems 710, 714 may include any number of transmitters, receivers, and/or transceivers suitable for wireless communication. The communication may be a one-way communication such that data may be transmitted in only one direction. For example, one-way communication may simply involve movable object 700 transmitting data to terminal 712, or vice versa. Data may be transmitted from one or more transmitters of communication system 710 to one or more receivers of communication system 712, or vice versa. Alternatively, the communication may be a two-way communication such that data may be transmitted in both directions between movable object 700 and terminal 712. The two-way communication may involve transmitting data from one or more transmitters of the communication system 710 to one or more receivers of the communication system 714, and vice versa.

In some embodiments, terminal 712 may provide control data to one or more of movable object 700, carrier 702, and payload 704 and receive information from one or more of movable object 700, carrier 702, and payload 704 (e.g., position information and/or motion information of the movable object, carrier, or payload; data sensed by the payload, such as image data captured by a camera of the payload). In some cases, the control data from the terminal may include instructions for the relative position, movement, actuation or control of the movable object, carrier and/or payload. For example, the control data may result in a modification of the position and/or orientation of the movable object (e.g., by controlling propulsion mechanism 706), or may result in movement of the payload relative to the movable object (e.g., by controlling carrier 702). Control data from the terminal may result in control of the payload, such as control of the operation of a camera or other image capture device (e.g., taking still or moving pictures, zooming, turning on or off, switching imaging modes, changing image resolution, focusing, changing depth of field, changing exposure time, changing viewing angle or field of view). In some cases, the communication from the movable object, carrier, and/or payload may include information from one or more sensors (e.g., sensors of sensing system 708 or sensors of payload 704). The communication may include sensed information from one or more different types of sensors (e.g., GPS sensors, motion sensors, inertial sensors, distance sensors, or image sensors). Such information may be about the position (e.g., position, orientation), movement, or acceleration of the movable object, carrier, and/or payload. This information from the payload may include data captured by the payload or sensed states of the payload. The control data provided by the terminal 712 transmission may be configured to control the state of one or more of movable object 700, carrier 702, or payload 704. Alternatively or in combination, carrier 702 and payload 704 may each include a communication module for communicating with terminal 712, such that the terminal may communicate with each of movable object 700, carrier 702, and payload 704 separately and may control each of movable object 700, carrier 702, and payload 704 separately.

In some embodiments, in addition to communicating with terminal 712, movable object 700 may be configured to communicate with another remote device, or movable object 700 may be configured to communicate with another remote device in place of terminal 712. While communicating with movable object 700, terminal 712 may also be configured to communicate with another remote device. For example, movable object 700 and/or terminal 712 may communicate with another movable object or a carrier or payload of another movable object. If desired, the remote device may be a second terminal or other computing device (e.g., a computer, laptop, tablet, smart phone, or other mobile device). The remote device may be configured to transmit data to movable object 700, receive data from movable object 700, transmit data to terminal 712, and/or receive data from terminal 712. Alternatively, the remote device may be connected to the internet or other telecommunications network so that data received from the movable object 700 and/or the terminal 712 can be uploaded to a website or server.

Fig. 8 is a block diagram schematic of a system 800 for controlling a movable object, according to an embodiment. System 800 may be used in conjunction with any suitable implementation of the systems, devices, and methods disclosed herein. System 800 may include a sensing module 802, a processing unit 804, a non-transitory computer-readable medium 806, a control module 808, and a communication module 810.

The sensing module 802 may use different types of sensors to collect information related to the movable object in different ways. Different types of sensors may sense different types of signals or sense signals from different sources. For example, the sensors may include inertial sensors, GPS sensors, distance sensors (e.g., lidar), or vision/image sensors (e.g., cameras). The sensing module 802 may be operatively connected with a processing unit 804 having a plurality of processors. In some embodiments, the sensing module may be operably connected to an emission module 812 (e.g., a Wi-Fi image emission module), the emission module 812 being configured to directly emit sensed data to a suitable external device or system. For example, the transmitting module 812 may be used to transmit images captured by the camera of the sensing module 802 to a remote terminal.

The processing unit 804 may have one or more processors, such as a programmable processor (e.g., a Central Processing Unit (CPU)). The processing unit 804 may be operatively connected with a non-transitory computer-readable medium 806. Non-transitory computer-readable medium 806 may store logic, code, and/or program instructions that are executable by processing unit 804 to perform one or more steps. The non-transitory computer readable medium may include one or more storage units (e.g., a removable medium or an external memory such as an SD card or a Random Access Memory (RAM)). In some embodiments, data from the sensing module 802 may be directly transmitted to and stored in a storage unit of the non-transitory computer-readable medium 806. The memory unit of the non-transitory computer-readable medium 806 may store logic, code, and/or program instructions that are executable by the processing unit 804 to implement any suitable implementation of the methods described herein. For example, processing unit 804 may be configured to execute instructions to cause one or more processors of processing unit 804 to analyze sensed data generated by a sensing module. The storage unit may store sensed data from the sensing module to be processed by the processing unit 804. In some implementations, a memory unit of the non-transitory computer-readable medium 806 may be used to store the processing results generated by the processing unit 804.

In some embodiments, the processing unit 804 may be operably connected with a control module 808 configured to control a state of the movable object. For example, the control module 808 may be configured to control a propulsion mechanism of the movable object to adjust the spatial layout, velocity, and/or acceleration of the movable object with respect to six degrees of freedom. Alternatively or in combination, the control module 808 may control one or more of the carrier, payload, or sensing module's state.

The processing unit 804 may be operably connected with a communication module 810, the communication module 810 being configured to transmit and/or receive data from one or more external devices (e.g., a terminal, a display device, or other remote controller). Any suitable communication means may be employed, for example, wired or wireless communication. For example, the communication module 810 may use one or more of a Local Area Network (LAN), a Wide Area Network (WAN), infrared, wireless broadcast, WiFi, Point-to-Point (P2P) network, telecommunications network, cloud communication, and the like. Alternatively, relay stations such as transmission towers, satellites, or mobile stations may be used. The wireless communication may be proximity dependent or independent. In some embodiments, the communication may or may not need to be within line of sight. The communication module 810 may transmit and/or receive one or more of sensing data from the sensing module 802, processing results generated by the processing unit 804, predetermined control data, user commands from a terminal or a remote controller, and the like.

The components of system 800 may be arranged in any suitable configuration. For example, one or more components of system 800 may be located on the movable object, carrier, payload, terminal, sensing system, or another external device in communication with one or more of the above. Additionally, although FIG. 8 depicts only a single processing unit 804 and a single non-transitory computer-readable medium 806, those skilled in the art will appreciate that the present invention is not so limited and that system 800 may include multiple processing units and/or multiple non-transitory computer-readable media. In some implementations, one or more of the multiple processing units and/or non-transitory computer-readable media may be located in different locations, e.g., on the movable object, carrier, payload, terminal, sensing module, another external device in communication with one or more of the above, or any combination thereof, such that any suitable aspect of the processing and/or storage functions performed by system 800 may occur at one or more of the above locations.

The present disclosure provides technical solution 1: an impact protection apparatus for an aircraft, the apparatus comprising:

one or more sensors configured to collect data useful for predicting whether a load is likely to be impacted;

According to claim 2 of claim 1: the payload further comprises a carrier configured to carry the payload.

According to claim 3 of claim 1, the payload comprises a camera, a lighting device, an audio device, and/or a measurement or sensing apparatus.

According to claim 4 of claim 1, the controller is configured to inflate one or more inflatable bodies of the load when the load is likely to be impacted.

According to claim 5 of claim 1, the signal that the aircraft is malfunctioning comprises one or more of: (1) an unusual orientation of the aircraft, (2) overheating of one or more components of the aircraft, (3) short circuiting of one or more components of the aircraft, (4) accidental fire of the aircraft, (5) low power supply to the aircraft, (6) loss of power to one or more components of the aircraft, or (7) loss of communication between the aircraft and an external device.

According to claim 6 of claim 5, in the case (1), the orientation of the aircraft is changed at a frequency exceeding a predetermined threshold frequency, or the orientation of the aircraft is outside a predetermined range.

The present disclosure also provides technical scheme 7: an impact protection apparatus for an unmanned aerial vehicle, the apparatus comprising:

a control mechanism powered by a first power source separate from a second power source that powers one or more propulsion units of the UAV;

According to claim 8 of claim 7, the two or more inflatable members are disposed in an upward portion of the unmanned aerial vehicle, the upward portion being opposite to a downward portion of the unmanned aerial vehicle in a direction in which the unmanned aerial vehicle rises.

According to claim 9 of claim 7, the second power supply further supplies power to the flight controller, the navigation system, and/or the communication system.

According to claim 10 of claim 1, the first signal is sent to the control mechanism when the second power source is no longer supplying power to the two or more propulsion units, flight controls, navigation systems, and/or communication systems of the UAV.

According to claim 11 of claim 9, the unmanned aerial vehicle failure includes one or more of the following: (1) unusual heading and/or acceleration of the aircraft (2) overheating of one or more components of the aircraft, (3) short circuiting of one or more components of the aircraft, (4) accidental fire of the aircraft, (5) a state of charge of the second power source falling below a predetermined threshold, (6) loss of power by one or more components of the aircraft, or (7) loss of communication by the aircraft with an external device.

According to claim 12 of claim 7, the method further comprises: one or more sensors configured to acquire data for predicting a direction, angle, position, velocity, and/or acceleration of one or more portions of the unmanned aerial vehicle that are likely to be impacted.

According to claim 13 of claim 12, further comprising: a controller in communication with the one or more sensors and the control mechanism, wherein the controller is configured to control the control mechanism to inflate an inflatable member selected from the one or more inflatable members to protect the UAV based on the collected data.

According to claim 14 of claim 12, the second signal is generated based on the acquired data.

According to claim 15 of claim 7, the method further comprises: one or more sensors configured to monitor a charging state of the first power source.

According to claim 16 of claim 15, the first power source is configured to be recharged periodically based on a state of the first power source.

According to claim 17 of claim 15, the first power source is configured to be automatically recharged during operation of one or more propulsion units of the UAV.

According to claim 18 of claim 7, further comprising: one or more additional power supplies that are a backup to the first power supply.

According to claim 19 of claim 7, further comprising: a deactivatable safety mechanism that prevents inflation of the two or more inflatable members unless deactivated, wherein safety mechanism is configured to be automatically deactivated by a safety signal indicating that the UAV is operating.

According to claim 20 of claim 19, the safety mechanism further comprises a pin, wherein the deactivation of the safety mechanism further comprises automatic removal of the pin caused by the starting or operating of the UAV.

The present disclosure also provides technical scheme 21: an unmanned aerial vehicle, comprising:

an aircraft body to which one or more propulsion units are connected;

the impact protection apparatus of claim 7, coupled with the aircraft body and/or one or more propulsion units.

According to claim 22 of claim 21, the unmanned aerial vehicle is a rotorcraft.

The present disclosure also provides technical scheme 23: a system, the system comprising:

an unmanned aerial vehicle comprising an aircraft body to which one or more propulsion units are connected;

the impact protection apparatus of claim 7 coupled with the aircraft body and/or one or more propulsion units; and

According to claim 24 of claim 23, the external device is configured to send a control signal to plan a control mechanism of the impact protection apparatus.

According to claim 25 of claim 23, the external device is in wireless communication with the unmanned aerial vehicle and the impact protection device.

According to claim 26 of claim 23, when the user input is received, the control signal is transmitted from the external device.

According to claim 27 of claim 26, the control signal is sent from an external device when the unmanned aerial vehicle experiences a fault and/or one or more portions of the unmanned aerial vehicle may be subject to a collision.

The present disclosure also provides technical solution 28: a method of protecting an unmanned aerial vehicle from impact, the method comprising:

providing two or more inflatable members coupled to an UAV as described in claim 7, wherein the two or more inflatable members are selectively inflatable to reduce the impact force to which the UAV is subjected when in a collision;

receiving (a) a first signal indicative of a malfunction of the UAV and/or (b) a second signal indicative of one or more portions of the UAV that may be subject to a collision; and

a control mechanism causes the flow of compressed gas from the container into an inflatable member of the two or more inflatable members in response to the first and/or second signals.

According to claim 29 of claim 28, detecting a fault in the unmanned aerial vehicle using one or more sensors on the unmanned aerial vehicle, wherein the fault comprises one or more of: (1) an unusual orientation, speed, and/or acceleration of the aircraft (2) overheating of one or more components of the aircraft, (3) a short circuit of one or more components of the aircraft, (4) an accidental fire of the aircraft, (5) a state of charge of the second power source falling below a predetermined threshold, (6) a loss of power by one or more components of the aircraft, or (7) a loss of communication by the aircraft with an external device.

According to claim 30 of claim 29, one or both sensors are configured to collect data for predicting a direction, angle, position, velocity, and/or acceleration of one or more portions of the UAV that may be impacted.

According to claim 31 of claim 28, further comprising: the charging state of the first power source is monitored and the first power source is periodically recharged based on the state of the first power source.

The invention according to claim 32 of claim 28 further comprises: wherein the first power source is automatically recharged during operation of one or more propulsion units of the UAV.

According to claim 33 of claim 28, the impact protection device is configured to receive a control signal from an external device at the distal end of the unmanned aerial vehicle, the control signal for activating a control mechanism of the impact protection device.

According to claim 34 of claim 33, the external device is in wireless communication with the unmanned aerial vehicle and the impact protection apparatus.

According to claim 35 of claim 33, when the user input is received, the control signal is transmitted from the external device.

According to claim 36 of claim 33, the control signal is sent from the external device when the unmanned aerial vehicle experiences a fault and/or one or more portions of the unmanned aerial vehicle may be subject to a collision.

The present disclosure also provides technical solution 37: an impact protection apparatus for an Unmanned Aerial Vehicle (UAV), the apparatus comprising:

one or more inflatable members configured to be connected to an unmanned aerial vehicle and inflatable to reduce impact forces to which the vehicle is subjected upon impact;

a container coupled to one or more inflatable members, the container comprising a compressed gas;

a control mechanism, wherein the control mechanism is configured to flow compressed gas from a container into one or more inflatable bodies;

According to claim 38 of claim 37, the remote terminal is configured to remotely control the unmanned aerial vehicle.

According to claim 39 of claim 37, the one or more components include at least one of: an unmanned aerial vehicle includes (1) one or more propulsion units, (2) a flight controller, (3) a navigation system, and (4) a communication system.

According to claim 40 of the claim 37, the controller is configured to communicate with the remote terminal through a communication system powered by the first power source.

According to claim 41 of claim 37, the first power source is configured to be recharged periodically based on a state of the first power source.

According to claim 42 of claim 37, the control mechanism comprises a valve configured to control the flow of compressed gas to the one or more inflatable members.

According to claim 43 of claim 37, the one or more inflatable members are disposed in an upward portion of the UAV, the upward portion being opposite to a downward portion of the UAV in a direction in which the UAV is raised.

According to claim 44 of claim 37, the UAV includes a hub and one or more arms extending from the hub, wherein the one or more inflatable members are configured to be deployed on the UAV hub and/or the one or more arms.

According to claim 45 of claim 37, at least a portion of the one or more inflatable members is configured to protect the load from damage when the one or more inflatable members are inflated, wherein the load is disposed on the UAV.

According to claim 46 of claim 45, the payload comprises a payload and a carrier configured to carry the payload.

According to claim 47 of claim 46, the payload includes one or more cameras, lighting devices, audio devices, and/or measuring or sensing devices.

According to claim 48 of claim 37, the one or more inflatable members are configured to be deployed at one or more propulsion units of the UAV.

According to claim 49 of claim 37, the one or more inflatable members are configured to be deployed in an area proximate to one or more propulsion units of the UAV.

According to aspect 50 of claim 37, the one or more inflatable members comprises a plurality of inflatable members gathered at one or more propulsion units of the UAV.

The present disclosure also provides technical solution 51: an unmanned aerial vehicle comprising:

an aircraft body;

the impact protection apparatus of claim 37 coupled with the aircraft body;

one or more propulsion units connected to an aircraft body and configured to propel the aircraft body.

While preferred embodiments of the present invention have been shown and described, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous variations, changes, and substitutions will occur to those skilled in the art in light of the above disclosure without departing from the invention. It will be appreciated that various modifications to the above described embodiments of the invention are applicable to the invention. It is intended that the following claims define the scope of the invention and that methods and structures within the scope of these claims and their equivalents be covered thereby.

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