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Description  |
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FIELD OF THE INVENTION
This invention relates to personnel rescue systems used in time sensitive
emergency marine, lake, and river rescue applications and more
particularly to such rescue applications which comprise a personnel
detection, targeting, and vehicle control system, a rapid air, sea, or
land deployment system, an autonomous vehicle, the system designed to
detect, retrieve, provide life support, and transport marine disaster
victims to safe haven and ultimate recovery.
BACKGROUND OF THE INVENTION
Every year several thousand people drown worldwide. These deaths are in
many instances the result of exhaustion, dehydration, and hypothermia
induced loss of coordination and consciousness which results in drowning.
In other instances where survival is not affected by lower temperatures,
the task of locating, assisting, and otherwise recovering persons in peril
from an aqueous environment can be compounded by inclement weather, and
environmental obstacles like fire, ice, or smoke which make approach to a
potential drowning victim perilous to the life of the rescuer.
These issues are further compounded by existing rescue methodology which
employs the use of humans to effect recovery of an individual either by
swimming to a person in peril, or depending on the person in peril to swim
to the rescue platform. All too often the person in peril has neither the
strength or the coordination to swim to an air deployed life raft, or a
rescue basket lowered from a helicopter, or ship. Therefore, current
methodology is not always effective as the rescue swimmer cannot be
jeopardized in potentially lethal ocean conditions which could result in
the loss of his own life.
Existing helicopter extraction and recovery systems are human dependent and
pose a serious risk to the life of the crew and/or rescue swimmer in rough
seas, high winds, fire, toxic fumes, poor visibility, or hostile weapons
fire in military situations which could affect the safety of the entire
helicopter crew. An example of such a system is taught in Pelas U.S. Pat.
No. 5,086,998 that teaches a scoop-like net positioned below a helicopter.
The Pelas invention may be effective in relatively calm seas and otherwise
safe flying conditions, but it could not be used in rough seas or in the
vicinity of toxic fumes, fire, high winds, or weapons fire without extreme
danger to the victim and rescue crew.
A second area central to existing water based rescue methodology depends on
fixed wing air transport to drop life rafts and supplies to persons to be
rescued. Although the initial response time and delivery capability of
search and rescue (SAR) based patrol aircraft have reached efficient
levels of service, the aircraft are still hindered by a lack of targeting,
precision deployment, and mobility control over the survival packages they
deploy. Often the dropped life rafts, once inflated, simply get blown away
in high winds, thereby becoming out of reach of the drowning persons.
Various other shortcomings of marine rescue systems exist in the areas of
deployment of the rescue craft, and detection and targeting of the
victims. For example, existing air deployment systems are not compatible
with externally mounted aircraft and helicopter bomb racks that would make
air deployment efficient. As well, existing air, land, and sea deployed
rescue systems do not posses an accurate targeting system to direct a
self-propelled liferaft or self propelled lifeboat package to a shipwreck
survivor or other person to be rescued. Where ship and oil rig deployed
self propelled lifeboats are used, they are neither semi or fully
autonomous, possessing the capability to use sensors and artificial
intelligence to assist in locating persons in peril. Existing life rafts
and self propelled lifeboats do not possess a self homing GPS capability
to guide them to safe haven to facilitate occupant removal. Existing life
rafts do not have the capability to use real-time two way video, audio,
informational data, search communications, and telemetry systems to
administer direct remote control capability over the liferaft's or
lifeboat's activities. Existing life rafts and lifeboats do not possess an
autonomous self preservation collision and obstacle avoidance system
utilizing radar, audio, and sonar based proximity warning sensor devices.
Even if a life raft or life boat successfully reaches the person or persons
to be rescued, an additional problem is encountered in getting the victims
into the raft or boat. Existing life rafts, lifeboats, and rescue systems
do not possess a robotic recovery assistance capability to extract
individuals suffering extreme loss of physical strength or motor
coordination caused by fatigue or hypothermia.
Various other hazards exist for the life raft or boat itself. Existing life
rafts and lifeboats, for example, are not fireproof, making them extremely
dangerous for use in the vicinity of burning vessels or equipment. For
example, the recent British Trent disaster off Belgium was a ship
collision in which the crew members burned to death because rescue could
not be effected because life rafts could not traverse through burning oil
surrounding the ship. Existing life rafts, due to a lack of propulsive
directional control, can be unstable in rough seas due to an inability to
steer themselves into or away from the wind in order to accommodate high
sea states which threaten to swamp or capsize the liferaft. Once capsized,
existing liferaft systems also lack an automated self-righting system.
In the event of a successful rescue, there is the additional problem of
sustaining the victims until further assistance can be provided. Under the
limitations of current air sea or land deployed liferaft survival
packages, shipwreck victims frequently die because basic requirements for
survival and recovery are not met. For example, existing air deployed life
rafts do not possess life raft generated heat, and desalinated water for
life support. Existing life rafts do not have the capability to use
real-time two way video, audio, or informational data communication
systems to administer two way medical advice, and remote control
capability. Neither do existing life rafts incorporate a means to monitor
the vital physical signs of the occupants.
There is a continuing unaddressed need for a life raft survival package to
be used in search and rescue applications that can be deployed by air,
land or sea to marine victims with means to specifically detect, target,
manipulate, monitor, and communicate with the victims and the life raft
survival package. The life raft survival package must have a degree of
autonomy in all weather and be able to operate in zero visibility
conditions. Once the victims are rescued, such a life raft survival
package must provide for the continued survival of the victims by
providing heat if necessary, drinkable water, food and other provisions,
real-time two-way communication and remote control capability.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a rear perspective view of an inflated autonomous marine vehicle
(AMV) apparatus in accordance with the present invention.
FIG. 2 is a side profile view exhibiting overall AMV apparatus
configuration with inflatable hull and weather hood assembly in place and
hydraulic and pneumatic lift assembly extended in the horizontal plane.
FIG. 3 is a rear perspective view exhibiting overall AMV apparatus
configuration with rigid shell weather hood assembly in place and
hydraulic and pneumatic lift extended in the horizontal plane.
FIG. 4 is a profile view exhibiting overall AMV apparatus configuration
with inflatable hull and weather hood assembly in place and hydraulic and
pneumatic lift in a deflated condition in a vertical plane.
FIG. 5 is a plan view exhibiting overall AMV apparatus configuration with
inflated weather hood housing in place and hydraulic and pneumatic lift
inflated and extended in the horizontal plane.
FIG. 6 is an external rear view of the AMV apparatus in an inflated
condition with hydraulic and pneumatic lift inflated and extended in the
horizontal plane.
FIG. 7 is an external frontal view of the AMV apparatus in an inflated
condition.
FIG. 8 is a perspective view, of a tactical control console apparatus
casing, user interface mechanisms, control devices, and data relay antenna
cable configuration in accordance with the present invention.
FIG. 9 is a perspective view, of a tactical control console apparatus
casing, mounted within a rescue coordination center (RCC) with hardwired
armored relay cable to both radio (RF) and satellite antenna
configurations connected to a remotely controlled lighthouse detection and
targeting sensor array in accordance with the present invention.
FIG. 10 is a perspective view, of a tactical control console apparatus
casing, mounted on board a Canadian 500 Series Coast Guard Cutter with
hardwired armored relay cable to both radio (RF) and satellite antenna
configurations connected to the tube launch system and detection and
targeting sensor array in accordance with the present invention.
FIG. 11 is perspective view, of a detection and targeting sensor array
apparatus depicting enclosure, pylon tracking device, and internal sensor
components configuration in accordance with the present invention.
FIG. 12 is perspective view of a CP-140 Lockheed Aurora detection and
targeting sensor array apparatus depicting enclosure, wing hardpoint pylon
mounting, and infra red data link to aircraft components configured in
accordance with the present invention.
FIG. 13 is perspective view, of a C-130 Lockheed Hercules detection and
targeting sensor array apparatus depicting Special Avionics Mission
Strap-On Now (SAMSON.RTM.)) (TM of Lockheed-Martin Aeronautical Systems)
pod enclosure, wing hardpoint pylon mounting, and infra-red data link to
aircraft components configured in present invention.
FIG. 14 is a perspective view of a typical shore based lighthouse detection
and targeting sensor array apparatus.
FIG. 15 is a perspective view from the stern of the rigid hull assembly
with hull wings extended, and without inflatable components depicting
rigid hull enclosure, configured in accordance with the present invention.
FIG. 16 is a perspective view from the bow of the rigid hull assembly with
hull wings folded, and without inflatable components depicting rigid hull
enclosure, configured in accordance with the present invention.
FIG. 17 is a profile view of the rigid hull assembly with folding rigid
hull wings extended, and without inflatable components depicting rigid
hull enclosure, configured in accordance with the present invention.
FIG. 18 is an elevation view of the stern, depicting the rigid hull
assembly with folding rigid hull wings extended, and without inflatable
components, configured in accordance with the present invention.
FIG. 18A is a detail view of the folding rigid hull wings showing hinge
apparatus and locking apparatus.
FIG. 19 is a detail plan view of the deck portion of the AMV apparatus
rigid hull assembly depicting the recessed storage and access hatches.
FIG. 20 is an elevation view in section of the rigid hull assembly
depicting overall recessed deck, hinges, and hatch fastening configuration
of the AMV apparatus.
FIG. 21 is a profile view in section of the rigid hull assembly depicting
overall recessed deck, storage compartments, water tanks, fuel tanks, and
hatch fastening configuration with bulkhead fastening detail drawing of
the AMV apparatus.
FIG. 22 is a translucent perspective view of the AMV apparatus rigid hull,
and internal component configuration in accordance with the present
invention.
FIG. 23 is a detail elevation and plan view of the hardshell antenna
housing assembly exhibiting the radar, lighting, video, antennae, cleaning
spray nozzles, and air intake aperture.
FIG. 24 is a perspective view of the hardshell antenna housing assembly
exhibiting the radar, lighting, video, antennae, and cleaning spray
nozzles.
FIG. 25 is a detail frontal elevation view of the hardshell antenna housing
assembly exhibiting the radar, lighting, video, antennae, cleaning spray
nozzles, and AMV apparatus sensor appendages.
FIG. 26 is a detail rear elevation view of the hardshell antenna housing
assembly exhibiting the radar, lighting, video, antennae, and cleaning
spray nozzles.
FIG. 27 is a side profile view of the AMV apparatus depicting the hardshell
antenna housing and inflatable hull and weather hood erection and weight
transfer device.
FIG. 28 is a perspective translucent view of the AMV apparatus depicting
the removable interior weather hood polar insulation liner.
FIG. 29 is a perspective view of the AMV apparatus depicting the hardshell
antenna housing with photovoltaic cell array, antenna, control, telemetry,
audio, lighting, sensor, auto self righting inflation mechanism, and
lifting device.
FIG. 30 is a rear perspective view of the AMV apparatus depicting a dual
thruster configuration.
FIG. 34 is a translucent profile view of the AMV apparatus depicting the
engine and compressor fresh air intake and water separation device.
FIG. 32 is a profile view of the AMV apparatus depicting the upper and
lower peripheral fire suppressant and cooling spray system.
FIG. 33 is a plan view of the AMV apparatus depicting the effective
horizontal range and coverage of the peripheral fire suppressant and
cooling spray system.
FIG. 34 is a perspective view of the AMV apparatus depicting the effective
vertical range and coverage of the peripheral fire suppressant and cooling
spray system.
FIG. 35 is a translucent, perspective view of the AMV apparatus with an
occupant connected to physiological vital signs wrist or ankle straps with
survival suit heater ducts connected to the occupant.
FIG. 36 is a three-sequence perspective view of the AMV apparatus depicting
a deflated hydraulic and pneumatic lift assembly with victim in water,
victim grasping onto recovery chute hand rope rungs with chute in
partially inflated condition, and victim sliding forward on recovery chute
with recovery chute fully inflated.
FIG. 37 is a side view of the AMV apparatus air deployment container system
packaged prior to deployment.
FIG. 38 is a perspective view of the AMV apparatus air deployment container
system after deployment depicting the components of the active steering
control recovery chute system assembly.
FIG. 39 is a perspective view of the AMV apparatus air deployment wing
mounted external container system incorporating an aircraft deployable
version of the apparatus of the present invention.
FIG. 40 is a perspective view of a single full size AMV apparatus air
deployment container system mounted on a wing hardpoint of a Lockheed S-3
Viking.
FIG. 41 is a perspective view of three reduced size AMV apparatus air
deployment container systems mounted on two externally mounted air
deployment system TER-7 triple ejector rack assemblies mounted on two
Lockheed CP-140 Aurora aircraft wing hardpoint systems with one detection
and targeting SAMSON.RTM. pod mounted on a single outboard CP-140 wing
hardpoint.
FIG. 42 is a side view of the AMV apparatus air deployment container system
mounted on an internally mounted cradle deployment system packaged prior
to deployment.
FIG. 43 is a perspective view of the AMV apparatus and air deployment
container system incorporating an aircraft deployable version of the
apparatus of the present invention being deployed from the rear of a
Lockheed C-130/L-100 air deployment platform incorporating an internally
mounted air deployment system with extraction chute extended.
FIG. 44 is a perspective view of the AMV apparatus pressure rated
subsurface deployment casing container system mounted externally on the
deck of a U.S. Navy Seawolf class nuclear submarine.
FIG. 45 is a perspective view of the AMV apparatus depicting a deployment
casing with a rail launch system mounted on a land based concrete
foundation for remotely actuated automated lighthouse deployment.
FIG. 46 is a perspective view of the AMV apparatus depicting an oil rig and
ship mounted launch system tubular launch system fastened to a ship deck
and being targeted by a ship mounted detection and targeting sensor array.
FIG. 47 is a perspective view of the AMV apparatus depicting land, ship and
shore based telemetry typical of an GPS, INMARSAT, or STARSYS type
satellite system with GPS positioning, radar and sonar collision avoidance
system during a rescue operation.
FIG. 48 is a perspective view of the AMV apparatus depicting several air,
land or sea deployable versions of the apparatus of the present invention
in parallel, semi autonomous and autonomous, operation in rescue roles and
illustrating data and control telemetry typical of an INMARSAT, or STARSYS
type satellite system with GPS positioning, radar and sonar collision
avoidance system during a rescue operation.
FIG. 49 is a perspective view of the AMV apparatus undergoing recovery by a
Sikorsky SH-60 Jayhawk helicopter.
FIG. 50 is a perspective view of the AMV apparatus depicting utilization of
either an internally mounted deployment system or externally mounted
deployment systems with laser guidance, parachute separation actuator
activation, and AMV apparatus undergoing inflation upon impact with the
water surface.
FIG. 51 is a perspective view of a sinking fishing boat or other vessel
depicting automated release, inflation, and activation of the AMV
apparatus of the present invention and subsequent autonomous emergency
telemetry broadcast.
SUMMARY OF THE INVENTION
The foregoing problems with existing technology used in search and rescue
operations have been overcome with the present invention. The system of
this invention provides for a laser, radar, thermal or GPS guided
autonomous or semi autonomous, self-propelled autonomous marine vehicle
(AMV) apparatus to detect, recover, and provide life support to a person
or persons in peril on the surface of an aqueous marine environment. The
AMV apparatus comprises a rigid hull assembly, an inflatable hull and
weather hood assembly or rigid shell weather hood assembly, power and
propulsion means, telemetry control means, an electrical system, various
auxiliary systems, and maintenance supplies.
The AMV apparatus comprises a generally boat-shaped rigid hull with
interior chambers providing for a protective housing for the propulsion,
control, and life support means. Folding hull wings provide for compact
storage while allowing for increased deck space and floatation stability
when deployed. The rigid hull and folding hull wings are comprised of fire
retardant or fireproof composite or metal materials with watertight access
panels to interior chambers of the rigid hull.
The AMV apparatus includes an inflatable hull and weather hood assembly
that inflates to form an interior cabin space. Access is gained by way of
an access opening in the rear of the weather hood. Visibility is provided
for by acrylic windows in the sides of the weather hood. The inflatable
hull and weather hood assembly is comprised of non-flammable materials.
As an alternative to the inflatable hull and weather hood assembly the AMV
apparatus may use a rigid weather hood made of rigid materials such as
composite, aluminum or ferrous metals. The rigid weather hood offers more
durable protection from harsh environmental elements and is suitable for
land or sea deployment.
The AMV apparatus is powered by an engine and propulsion system that
provides a power source to drive a hydraulic pump, electrical generator,
or a mechanical drive assembly that in turn provides hydraulic, electrical
or mechanically transferred power for thruster propulsion and the
generation of electrical power. The engine and propulsion system may be
diesel-powered or other type (turbine, chemical, fuel cell, batteries).
A telemetry control station and interface allows the AMV apparatus to
transmit and receive radio and satellite relayed voice, video,
navigational, physiological life signs, mission commands, sensor, and
other data between the SAR response center or platform, aircraft, ship, or
oil rig, and the AMV apparatus. The AMV apparatus incorporates a hardshell
antenna housing with communications means disposed within it, such as
antenna for various communications methods.
The AMV apparatus further incorporates a peripheral coolant spray system
means recessed into the inflatable hull and weather hood assembly and
further incorporating a rapid inflation means; a self placing vertical
aluminum support strut means to provide rigid support to the hardshell
antenna housing and auto-inflation self righting means mounted on top of
the inflatable hull and weather hood assembly; and a helicopter lifting
attachment hook fastened to the hard-shell antenna housing means mounted
on top of the inflatable hull and weather hood assembly and connected to
the self placing structural support strut means attached to the rigid hull
means.
The AMV apparatus has an electrical system to generate, store, and
distribute electricity to life support means, telemetry means,
communications means, engine and propulsion system means, vehicle
auxiliary systems means, sensor systems means, and on board mission
control computer means.
The AMV apparatus has a control, navigation, and collision avoidance system
to provide input to, and interface with, the on board mission control
computer and software using satellite such as GPS, STARSYS, ARGOS,
IRIDIUM, or INMARSAT, radio, or acoustic, proximity warning, location or
navigational data collection and a vehicle control means to interface with
a vehicle operator control station means and provide collision avoidance,
and directional control to hydraulic, electrical, or mechanical, thruster
means, and mission response instructions to vehicle mounted personnel
detection sensors means, life support means, vehicle auxiliary systems
means, and communications system means.
The AMV apparatus has an auxiliary system comprising an air compressor
means to provide air for the inflatable hull flotation component means, as
well as a pneumatically actuated hydraulic and pneumatic lift. The
auxiliary system further comprises a saltwater desalination means to
provide drinking water, and a heater means to provide heat for life
support means, a physiological vital signs monitoring means, and a bilge
pump means to remove water from interior hull spaces and a pumping means
to provide cooling water to the periphery fireproof spray system means.
Personnel recovery means is provided for on the AMV apparatus for lifting
and otherwise assisting a physically impaired, hypothermic, exhausted, or
injured person to exit the water and gain entrance to the AMV apparatus
interior cabin space by a hydraulic and pneumatically actuated lift. The
personnel recovery means is comprised of a robotic arm assembly capable of
lifting weight in excess of 400 pounds comprised of a pair of mechanical
hydraulically actuated cylinder arms that are hinged at the cylinder base
to a shoulder assembly, and fastened to the AMV apparatus transom. The
cylinder arms actuate an inflatable recovery chute that provides a rapidly
inflated cushioned recovery chute mounted between the pair of mechanical
hydraulically actuated cylinder arms to elevate persons suffering from
restricted mobility above the horizontal plane of the AMV apparatus rigid
hull and the surface of the water to permit the rescued individual to
crawl or fall forward into the interior cabin space of the AMV apparatus
through a self sealing flap opening located in the rear of the inflatable
hull and weather hood assembly.
The AMV apparatus is aided in search and rescue by an aircraft, ship, oil
rig, or shore based sensor detection and targeting system capable of
detecting people floating on the surface of a body of water and
determining their position coordinates relative to the Global Positioning
System (GPS) and possessing a laser, radar or thermal guidance package
capable of dynamically directing the AMV apparatus to a system operator
defined, or sensor specified coordinate.
The present invention further provides means for deployment of the AMV
apparatus, including means for launching from an aircraft, comprising: (1)
an air deployment casing to provide an interior space for containing and
providing an aerodynamic cylindrical shaped protective housing for the AMV
apparatus while mounted externally on the wings or fuselage of an
aircraft, or within the bomb bay or cargo bay of a deployment aircraft.
The air deployment casing is constructed of composite, or metal materials
that form a forward cylindrical casing with a rear cone assembly joined
together around their circumference with a casing sealing and separation
actuator means; (2) an active steering control and recovery parachute
subassembly with preprogramming or real-time GPS guidance means and
parachute steering control actuation means.
The present invention also provides for air deployment either by use of:
(1) an aircraft externally mounted air deployment system utilizing a wing
or fuselage mounted air deployment casing and being ejected from the
aircraft while in flight by a BRU-11 or TER-7, for example from a Lockheed
P-3 Orion; or by use of (2) an aircraft internally mounted air deployment
system comprised of a disposable cradle to deploy the AMV apparatus and
air deployment casing from the rear door of an aircraft such as a Lockheed
C-130, Casa 212, Dehaviland Buffalo, or similar aircraft with rear egress
capability. When deployed in this manner, the AMV apparatus is ejected
from the aircraft while in flight using an extraction parachute assembly
means with a recovery parachute assembly means and a water-actuated AMV
apparatus upper hull inflation actuator means.
The present invention further provides for sub-surface submarine based
deployment means comprising a pressure rated subsurface deployment casing
to provide a protective housing for the AMV apparatus while mounted
externally on the hull, or within the torpedo tubes, diver lockout, or
other submarine pressure hull orifice ejection system means.
The present invention further provides for a ship, oil rig, lighthouse,
dock, or other shore based deployment means comprising: (1) a sea or land
deployment casing to provide an interior space for containing and
providing a cylindrical shaped protective housing for the AMV apparatus
while mounted on a ship, oil rig, lighthouse, dock or other sea or shore
based facility; and (2) a shore, rig, or ship mounted launch system
utilizing an ejection rail or tube affixed to a concrete foundation, or
ship or oil rig deck, the launch system being actuated remotely from the
ship, oil rig, lighthouse, dock or other facility rail or tube through
satellite, radio, or hard wired control link telemetry means.
The present invention further provides for a ser | | |
