MULTIFUNCTIONAL AIR TRANSPORT SYSTEM

FIELD OP XMVBHTIOK

Technical field of the Invention

This invention was originally formulated to address problems related to the transport of goods in urban areas. Freight transport in urban areas is one of the functions of urban logistics. Today, urban logistics is an economic sector of great importance for economic and social development of the regions.

State of the Art

Urban logistics covers all the functions required for delivery and collection of goods in the urban context, namely: supply, storage, billing or shipping. This sector is characterized by a high complexity and diversity, in terms of activities, agents, functions, technologies or business models, which makes the adoption of universal and unique solutions. On the contrary, the problems inherent to the activities of urban logistics require the identification of individual cases or logistical profiles. The term logistic profile is based on the hypothesis that it is possible to identify, for a given geographical area {e.g.: neighbourhood or street), homogeneously urban logistics patterns of activities. These standards are determined over three dimensions, namely characteristics of the built environment, agents' requirements and characteristics of the transported goods (1). A specific solution should be applied to each logistical As the urbanization of societies is a global reality, in which more than 80% of the population lives in urban areas, the problems arising from urban logistics are enhancers to impair the quality of life of the people and put into question the objectives of sustainable development.

Similarly _/ the natural development of Societies and Economies has been imposing increasingly stringent requirements on logistics and transportation systems, particularly in terms of continuous improvement of services, increasing efficiency and reducing the carbon footprint _* At the same time we are witnessing a gradual increase in demand for these systems.

One may observe virtually exclusive use of the road to the implementation of transport services in urban areas, and a domain in this way in the long-distance transport services. In fact, the transport of goods in urban areas by road is approximately 10 to 15% of total traffic {2], Several studies show that on average for every 1,000 inhabitants are generated about 300 to 400 movements of vehicles and on average each citizen generates between 30 to 50 tons of goods per year. Since the road infrastructure is limited and expansion opportunities are virtually non-existent, especially in the urban context, the ability to meet the requirements of Societies and Economies is increasingly limited. This reveals that the exaggerated consumption of road transport services has led to several problems, such as visual, noise or environmental pollution, rapid degradation of infrastructure, or improper use of public space and interactions with ether users of the infrastructure transport and public spaces (such as: pedestrians, drivers or cyclists) . Then the need to develop alternative ways of transportation that can simultaneously respond to the gradual increase in demand, meet customer expectations and reduce environmental impact arises. It is in this context that this invention was originally designed. Airships have been used in different areas, particularly in the tourism, agricultural, advertising, defence, transportation of people and goods, or surveillance. Similarly, airships are successfully used in the access to remote areas, isolated or difficult to access toy land. Airships can also be used in areas where the use of other modes is not feasible or have additional difficulties such as mountainous areas, areas under persistent snow/ice or flooded, regions devastated by natural phenomena or theatres of war, or large events (for example/ exhibition areas, etc. ) .

Consequently, several patents related to airships concepts have been presented to date. The following were analysed:

♦ Patent no.: US D663,255 S, of July, 10n, 2012.

o rt refers to hybrid airship, apparently with a fixed set of rotors and horizontal propulsion. The control of the elevation is achieved via a set of rudders and elevators.

o Differences relative to the invention presented here:

■ It does not have a modular structure;

· The aerodynamic lift is obtained only by the geometry of the vehicle;

^■ Attitude control is obtained solely through rudders and elevators and not by lifting rotors.

o Similarities relative to the invention presented here:

■ Hybrid airship whose lift is obtained by the hydrostatic and the aerodynamic lift of the fuselage.

• Patent no.: US 8,152,092 B2 of April, 10 ^tn , 2012.

o It refers to a modular airship comprising three sections: propulsion, lift and goods placement. It can be used either as air transport or as flying crane. In principle it is an unmanned vehicle,

o Differences relative to the invention presented here: ■ The fuselage does not contribute to the aerodynamic lift;

■ It only uses hydrostatic lift for the transportation of goods;

■ It uses hydrostatic lift and aerodynamic lift produced by the fuselage when used as flying crane;

■ It seems to have no rudders for attitude control;

■ Unmanned aerial vehicle.

o Similarities relative to the invention presented here:

• Modular concept made by three sections.

• Patent no.: US 2008/0011900 Al of January, 17 ^,tn , 2008.

o It refers to a non-rigid airship with a mechanism for propelling and manoeuvring, comprising two front tilting rotors and a rear rotor for controlling the pitch and yaw.

o Differences relative to the invention presented here:

• The fuselage does not contribute to the aerodynamic lift;

• Attitude control is obtained by tilting wings and rotors, but separated;

• Unmanned aerial vehicle.

o Similarities relative to the invention presented here:

■ Existence of tilting rotors.

• Patent no.: WO 2006/013392 of February, 9"', 2006.

o It refers to a non-rigid airship comprised by a wide range of tubes inside which is placed the lifting gas (helium) . The control of the airship is obtained by tilting rotors and wings.

o Also it refers to a process of self-healing of the airship components,

o Differences relative to the invention presented here: ■ The fuselage does not contribute to the aerodynamic lift;

■ Attitude control is achieved by tilting wings and rotors, taut separated.

o Similarities relative to the invention presented here:

■ Existence of tilting rotors.

• Patent no.: PI 96110900-9 A of January, 18 ^th , 2000.

o It refers to an air vehicle which is not art airship.

Patent no.: WP 2011/154797 A2 of December, 15 ^th , 2011.

o It refers to a rigid hybrid airship, with a modular, construction. Also the gondola is modular and interchangeably between configurations for the transport of passengers and goods,

o Differences relative to the invention presented here:

■ The fuselage does not contribute to the aerodynamic lift;

^■ Attitude control is obtained by the Aerodynamic surfaces;

• The circular structure is modular and built along the longitudinal axis.

o Similarities relative to the invention presented here:

• Existence of a modular gondola.

Patent no.: WO 2012/123793 Al of September, 20 ^tn , 2012.

o It refers to a fiejiifols envelope whose shape can be changed by internal pressure variations, thus obtaining the lift control,

o It does not refer to a vehicle.

Patent no.: HO 2013/13011241 Al of January, 24", 2013.

o It refers to an airship with such a shape that it is capable of producing a downward aerodynamic force when close to the ground, and thereby facilitating the anchoring of the vehicle,

o It. also refers to equipment, installed in the airship, for anchoring and mooring the airship.

• Patent no.: SP 0 854 821 Bl of May, 02 ^nd , 2002.

o It refers to a hybrid airship, with the vertical force to be obtained by means of the aerodynamic shape, the hydrostatic thrust, and engines,

o Similarities relative to the invention presented here:

■ The hydrostatic equilibrium is achieved by the hydrostatic thrust, engines and the aerodynamic thrust.

o Differences relative to the invention presented here:

■ It is not a modular airship;

• The enqines have a different shape and appearance, and work differently.

From the analysis of the state of art one can conclude about a fundamental limitation in the design and construction of airships related to the inflexibility of the shape of the fuselage. That is, the fuselage of the airship is designed and built with a particular shape that is not easily liable to be changed. This necessarily implies that the usefulness of a particular airship is limited to the functions and conditions considered in the design and construction. Therefore, when those functions or conditions are no longer necessary or valid, the airship utility ends.

This production of airships has high commercial risks and is inefficient. Whereas the airships market is still at an early stage of maturity, own evaluation of the most important goals and contexts is difficult to anticipate. The airship {1} presented here overcomes this limitation by presenting a modular structure that allows it to adopt different forms. Thus it is possible to diversify functions and application conditions. The airship {1) is designed as a hybrid airship comprising a set of independent modules, namely: a nose module (20), a tail module (21) and several central modules (.19). The ability to add extra central modules (19) allows adjusting the shape of the airship (1) to the conditions of use in real scenarios. Thus, it will be possible to choose between a more manoeuvrable aircraft and one with higher load capacity. Following the same philosophy, the gondola (4) can also be tailored to the real needs, allowing one to set the dimensions of the cargo area, the case of cargo carrying modules (9, 10, 11), or Che passenger area, the case of passenger carrying module (12), for the moment need. The tower (2) is retractable and adaptable to any shape of the airship {1} and the gondola (45, and to any environmental conditions.

SUMMARY OF THE INVENTION

The present invention concerns a multifunctional air transport system characterized by: a. a hybrid airship (1) with variable length, comprising a nose module (20) equipped with a pair of wings (17) with variable angle of incidence; coupled to a plurality of central modules

(1ft); and a tail module (21), also equipped with a pair of wings (17) with variable angle of incidence, with a propulsive rotor (16) and fins (18); with a modular transport gondola (4) of variable length and shape, a system module (13) and a fixed cockpit module (14) with free cargo carrying modules (9) or compartmentalized transport modules (10, 11) and passenger carrying modules (12), or combinations thereof; and e otors (15) with variable pitch blades (24), embedded in two pairs of wings (17) ;

b. and a landing tower (2) extensible- in height with a maximum height of 2.0 meters, equipped with a rotating landing piatforia (8) and an extensible arm (26), which in turn is equipped with « mooring mast (25) where the airship (1) is coupled to the tower (2) through a mooring raechanisra (3) .

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to a multifunctional air transport system comprising a manoeuvrable, modular hybrid airship (1) containing a modular transport gondola (4), a propulsive system containing lifting rotors (15) and the propulsive rotor (16) and a set of wings (17) that combined provide- lift and control, and a landing tower (2) and mooring mechanism (3) .

The airship (1) has a multifunction adaptive modular concept that allows changing the shape and dimension of the fuselage (5) to suit loading requirements according to the intended application. The maximum size of the airship (1), dependent on the load weight to carry, should not exceed 350 meters in length. The expected ratios between the length of the airship (1) and their equivalent diameter ranging between 3 and 1¾, being equal to the geometric mean between the maximum height and width of the diameter of the fuselage (5) . The expected ratios between the width of the airship (1) and its height vary between 1 and 4, the width and height measured in the largest cross- section of the fuselage (5) .

In one embodiment, the airship (1) has a baseline fuselage (6) devoid of central modules (Id) . In yet another embodiment, the airship (1) has a long fuselage (?) containing at least one central module (19). The central module (a) (19) can increase the volume of the airship (1) in more than 5% up to 35%.

Another particular aspect of the invention relates to the Airship (1) stabilization system, achieved by changing the direction/incidence of lifting rotors (15), the propulsive rotor (16) and wings (17) .

The gondola (4) also has an adaptive concept to be compatible with the dimensions of the airship (1) and the specific operational application. The connection of the gondola (4) to the airship (1) chassis is made via a roller and track system. The floor of the free cargo carrying modules (9) and compartmentalized transport modules (10, 11) and passenger carrying module (12) of the gondola (4) have a design made specifically for fixing freight units in freight applications. The doors of the free cargo carrying modules (9) and compartmentalized transport modules (10, 11) and passenger carrying module (12) of the gondola (4) also have a mechanism for opening/closing for allow special, easy handling of cargo units and for easy boarding and disembarking passengers. The loading units are containers fitted with tilting wheels, allowing an easily and autonomous movement of the load, and when required, enable locking to the floor of the free cargo carrying modules (9) , compartmentalized transport modules (10, 11) and passenger carrying module (12) of the gondola (4) .

The tower (2) presents a flexible concept to allow the change of Its height by an appropriate mechanism (which may consist of an electrical system, pneumatic, hydraulic or any combination thereof) . The tower (2) is also equipped with a rotary landing platform (8) which allows for the alignment of the mooring mechanism (3) with the direction of flight of the airship (1) . This solution provides greater stability and safety in the leading and unloading operations, since the airship (1) may choose the most suitable direction of flight approach according to the wind conditions, and other external constraints.

The tower (2) has a platform of an aleatory form whose inscribed circle will have a minimum radius of 3.5 meters and a maximum radius of. 20 meters.

The tower (2) is also equipped with an elevator to move containers and people to the platform and from the rotating landing platform (8) . The mooring mechanism <3) uses a fixing system {by means of. cables, rods, an electromagnetic system and/or other means) to maintain the airship (1) stable on the tower (2) platform. The cables or rods may be manufactured from materials with high specific tensile strength such as, for example, alloy steel, nylon, high density polyethylene, carbon composites, or combinations thereof. The airship (1) is equipped with a coupling system that is compatible with the fastening system.

1. Airship (1)

An airship is an aerostat, i.e. a lighter than air vehicle. The ability of the Airship to fly (to generate lift) results from the difference in density (specific mass) of the gas contained in the airship (usually helium) and the surrounding air. This density difference coupled with the airship volume produces a hydrostatic force (up) that is used to raise or sustain objects {such as the airship structure, people, goods, etc.).

The airship (1) proposed in the present invention has a rigid frame (also known as Zeppelin) with a fuselage (5) and a gondola (4) . The gondola (4) comprises a cockpit module (14) , a system module (13) and can introduce free cargo carrying modules (9) or compartmentalized transport modules (10, II) and/or passenger carrying module (12) .

Control of. the airship (1) may be automatic or manual. The automatic control is carried out independently by a computer. At the beginning of each trip are inserted the target coordinates and eventually the route. The computer, autonomously, will make all flight operations with the purpose of moving the airship (1) to the destination, fulfilling the necessary flight rules. The manual control is performed by a human, the pilot. The pilot can control the airship (1) in person or remotely. When the airship (1) is in manned control, the pilot is on board of the airship (1) within the cockpit module (14). In the remote control solution, pilot does not follow aboard the airship (1), lying so outside it. The pilot through a wireless communication device controls all flight operations. The airship (1) also includes aerodynamic surfaces and lifting rotors (15) and propulsive rotor (16) . The dynamic control in cruise flight is achieved by deflection of the main aerodynamic surfaces (wings (17)} and the fins (18) together with the thrust provided by the propulsive rotor (16) at the rear of the airship (1), which can also be adjustable to allow vectoring of the propulsive force. The control in hovering situations or low speed manoeuvring is achieved with lifting rotors (IS) embedded in the wings (17) and the propulsive rotor (16) . As one of the Airship (1) tasks is to serve as a transport vehicle, the biggest challenge of this concept is to maintain the hydrostatic equilibrium during loading and unloading. To solve this problem, the half-load concept is adopted. With the half-load concept the hydrostatic balance is obtained for three way, namely: 1) half of the total weight (weight of the airship (1) plus the weight of the payload) is supported by the buoyancy, while the other half is supported by 2} the propulsive force of lifting rotors (15) and 3) the aerodynamic lift of the fuselage (5) ( i i l f O t t) A hi l that uses such a concept is often called hybrid airship as it obtains lift through two principles: heavier than air (for example helicopters and/or aircraft) and lighter than air (e.g. balloons and blimps) . In this invention, the additional lift is obtained through the lifting fuselage (5) , the wings (17) and the lifting rotors (15) . The shape of the fuselage (5) from the airship (1) that acts as a lifting body with zero angle of incidence due to its aerofoil wing shaped geometry, that provides, along with a plurality of gas balloons (30) (for example, helium or hydrogen) within the structure, sufficient to generate enough lift, during the cruise phase, that the propulsive rotor (16) is used only for horizontal propulsion.

a. Structure This invention relates to a multifunctional air transport system comprising a manoeuvrable, modular hybrid airship (1) i.e. an airship (1) that may change its dimension. So far, no concept of this type has been proposed or discussed for an airship, or any vehicle or prototype of this type is under development, to fly or in operation.

The fuselage (5) concept allows the addition of an arbitrary number of central modules (19) equipped with a non-permanent fastening system with fasteners (29) compatible with each other to allow greater flexibility and speed in assembling/disassembly and maintenance. These central modules (19) can be made of any suitable lightweight material (e.g. polymer matrix composites, natural or other composites, aluminium alloys, synthetic or natural fabrics or combinations thereof) .

The airship (1) is thus built: on a modular and flexible structural matrix. The central modules (19) can be added or removed resulting in airships with different dimensions. As a result of the different dimensions obtained, flight characteristics and Airship manoeuvre are altered, but consistent with the control, capabilities. The key elements of the airship (1), such as the lifting rotors (15) and propulsive rotor (16), engines, fuel tanks, cockpit module (14) and aerodynamic surfaces are located on the nose module (20) and/or tail module (21) of the airship (1) which are specific and fixed modules. All other elements, such as central modules (19) and free cargo carrying modules (9) and separate cargo carrying modules (10, 11) and passenger carrying module (12) of the gondola (4), may be removed or, alternatively, may be added. Each of the central modules (19) comprises a plurality of gas balloons (30) within the structure according to the principle of half-load. The gas balloons (30) may be constructed of flexible films made of polyvinyl chloride (PVC), polyester, or combinations of both, permitting good impermeability to the gas used.

Overall, this concept allows the same client to convert and adapt the airship (1) for different purposes, in a simple, fast and cost effective way.

b. Propulsion «yst«a

The propulsion system makes use of the hybrid concept. It usee electric motors coupled to the lifting rotors (15) and propulsive rotor (16) to steer and propel the airship (1) which are powered by photovoltaic panels (22) located on the upper surface of the airship (1) and supplemented by an internal combustion engine (27) {a diesel engine or a gas turbine, for example) capable of providing the power required at peak times . The internal combustion engine (27) is coupled to an electric generator that feeds a set of batteries which in turn provide power to the electric motors. c. Stability and control

In cruises flight, the airship (1) control around it* three axes is obtained by the deflection/rotation of the aerodynamic surfaces, wings (17) and fins (18) (Fig. 8, Fig. 9, Fig. 10, Fig. 11 and Fig. 12). In the first situation (fig. 11a), the airship can vary the elevation without changing its at.tir.ude, that is, can gain (or lose) height without lifting (or lowering) the nose through the identical deflecti.cn/ror.ation for ail pairs of wings (17). In a second situation (Fig. lib), the opposite deflections/rotations of. the front wings (17) relative to the rear wings (17) allows the change o? the longitudinal attitude of the airship. In a third case (Fig. 11c), the asymmetric deflecting/rotation of all pairs of wings (17) allows the roll control of the airship (1) around its longitudinal axis. The yaw control, about the vertical axis is done by the deflection/rotation of the fins (18) or the rudders (23).

A fourth situation, at low speed flight, where the aerodynamic forces are insufficient, turning the aerodynamic surfaces ineffective, stability and control of the airship (1) is accomplished by tilting the lifting rotors (15) (Fig. lid, Fig. 12) . The control in three azes and about the three axes is achieved by such lifting rotors (15) placed on the wings (17) by inclination of its axis of rotation in two directions (Fig. lid, Fig. 12) . This evolution enables a rapid response to any disturbance, in any direction and to simultaneously control the rate of descent and approach to the ground or to the tower (2) . Lifting rotors (15) and propulsive rotor (16) are constituted by a suitable number of blades (24) with geometry and variable pitch so as to produce lift, forces with optimum efficiency and can be manufactured in one or more suitable materials for the operating requirements.

In a fifth situation (Fig. 11·), the propulsive rotor (16) can possibly also be used to help manoeuvre the airship (1) . 2. Tower (2) and mooring mechanism (3)

To assist in the stages of loading and unloading in certain deployment areas the tower (2) can be used, which may have a fixed or mobile setting (for example be telescopic), where the movement of cargo and passengers can be managed by ground crew. For example, if the charge/discharge area is located in an urban area, a landing platform (8) and a mooring mast (25) may be part of a larger structure with a telescoping tower (2) which makes up or down the platform to a height that allows a safe approach of the airship (1) to the tower (2) .

Besides allowing the adjustment of the operating height, the tower (2) also enables the landing platform <8) to be guided automatically in the direction of the wind. During the approach to the tower (2), the ground crew helps the airship (1) capture process and their attachment. For example, a cable system is used, the ground crew can released or catch the cables extended by the airship (1) and fixed them to the floor landing platform (8) . These anchors can be winches that pull cables so as to position the airship (1) in a predefined position enabling loading/unloading of the goods and/or boarding/disembark of passengers by the ground crew.

The procedure during the approach to the tower (2) demands that the wind strength and direction are known beforehand and that the mooring mast (25) is used. For example, if a cable system is utilized in that procedure, a cable attached to the airship (1) nose is also fixed to a winch in the mooring mast (25) allowing the correct positioning of the airship (1) on the landing platform (8). The mooring mast (25) may be coupled to an extensible arm (26) which positions the free cargo carrying modules (9) or the separate cargo carrying modules (10, 11) or the passenger carrying modules (12) or their combinations on the centre of the landing platform (8) . The mooring mechanism (3) has five attachment points between the airship {1) and the tower (2): a mooring mast (25) which holds the nose of the nose module (20) and four locations around the perimeter of the landing platform (8); all of those are equipped with a safety device that automatically and autonomously deactivates the mooring mechanism (3) in the event the instantaneous wind speed measured on the landing platform (8) or at the mooring mast (25) surpasses 55 km/h.

The mooring mechanism (3) has cables or bracings, pulleys, extensible arm (26) and mooring mast (25) , coupled to an extensible arm (26) .

3. Gondola (4) The gondola (4) is also modular and may be presented in various sizes and configurations, allowing different mounting combinations according to the type, weight and volume of the cargo/equipment to be carried. Each transportation module may have multiple models (maintaining the external shape and dimensions) for the various types of cargo (passenger and/or goods) as is usual in the remaining civil aviation operations.

The central modules (19) may present a variety of choices: they may be passenger carrying modules (12), separate cargo carrying modules (10, 11), free cargo carrying modules (9) or combinations of those.

Thus, the replacement of free cargo carrying modules (9) and separate cargo carrying modules (10, 11) by passenger carrying modules (12) allows the airship (1) to be converted from a cargo airship (1) to a passenger airship (1) .

In order to carry cargo of different sizes, the modular gondola (4) concept can adapt t different combinations of cargo and to the size of the airship (1) . The airship's (1) structure is fitted with a roller-rail system which allows to mount and to attach any number and combination of free cargo carrying modules (9) , separate cargo carrying modules (10, 11) or passenger carrying modules (12) to the gondola (4) .

Thus, the adaptive configuration of the gondola (4) enables the mounting or removal of free cargo carrying modules (9) , separate cargo carrying modules (10, 11), and passenger carrying modules

(12) since its attachment system is similar to the mounting and attachment system of the central modules (19) of the fuselage

(5).

The structure of the gondola (4), including the free cargo carrying modules (9), the separate cargo carrying modules (10, 11) , and the passenger, carrying modules (12) of the gondola (4) , is made of light materials (for example, polymeric matrix composites, natural composites and others, aluminium alloys, synthetic or natural fabrics or even combinations) . These free cargo carrying modules (9), separate cargo carrying modules (10, 11), and passenger carrying modules (12) are mounted through non-permanent joints (for example bolts and self-braking embedded nuts) which increase the flexibility for assembling/disassembling the modules for reconfiguring and maintaining the airship (I). In the lower part of the structure of the airship (1), along the main longerons, there are several individual attachment joints which enable the attachment of the gondola (4), the cockpit module (14) and the systems module

(13) , at different distances from the centre of the mid section of the fuselage (5) of the airship (1) so that the required free cargo carrying modules (9), separate cargo carrying modules (10, 11), and passenger carrying modules (12) of the gondola (4) are installed keeping the centre of gravity of the vehicle in the correct position. DESCRIPTION OF FIGURES

To ease the understanding of this invention/ relevant figures are placed in an appendix which depict preferred embodiments but do not limit the object of the present, request. This invention is backed by the attached figures, in which:

Figure 1 shows four views of the airship (1) , as examples of the airship (1) in one of the possible embodiments, with the gondola (4), the systems module. (13), the cockpit module (14), the lifting rotors (15), the propulsive rotor (16), the wings (17) , the fins (18) and the photovoltaic panels (22) . Figure la} shows a top view of the airship (1); Figure lb) shows an under side view of the airship (1); Figure 1c) shows a front view of the airship (1); Figure id) .shows a lateral view of the airship (1).

Figure 2 shows four perspectives of the airship (1)/ as examples of. the airship (1) in one of the possible embodiments, with the gondola (4), the systems module (13), the cockpit module (14), the lifting rotors (15), the propulsive rotor (16), the wings (17), the fins (18) and the photovoltaic panels (22). Figure 2a) 3hows a front, right and top view of the airship (1); Figure 2b) shows a rear, right and top view of the airship (1); Figure 2c) shows a front, right and bottom view of the airship (1); and Figure 2d) shows a rear, left and bottom view of the airship (1) .

Figure 3 shows three views of the fuselage (5) having a section in the form of an airfoil. Figure 3a ) shows a front view; Figure 3b; shows a side view; and Figure 3c) shows a top view.

In Figure 4 one can see the airship (1) with its configuration alternatives. The airship (1) may have different modules attached to it, such as: tree cargo carrying modules (S» , separate cargo carrying modules (10, 11), passenger carrying modules (12), systems module (13), cockpit module (14), propulsive rotor (16), wings (17), fins (18) and photovoltaic panels (22) .

Figure 5 shows the adapti ve modular concept of the airship (1) , where one can observe the gondola (4) , the systems module (13) and the cockpit module (14), the wings (17), the fins (18), ar» example of central modules (19), the nose module (20) and the tail module (21) .

Figure 6a) shows a baseline fuselage (6) and Figure 6b) shows a long fuselage (7) .

Figure ? shows the airship (1) with the position of the lifting rotors (15) in the wings (17), of the propulsive rotor (16) in the tail, of the fins (18), of the photovoltaic; panels (22) and of the internal combustion engine (27) .

Figure 8a5 shows the layout of the lifting rotors (15) and the variable pitch blades (24). Figure 8b) shows the lifting rotors (15) with the blades (24) at neutral pitch; Figure 6c) shows the lifting rotors (15) with the blades (24) at positive pitch; Figure 8d) shows the lifting rotors (15) with the blades (24) at negative pitch.

Figure 9 shows the change in the incidence of the wings (17) with the lifting rotors (15). Figure 9a ) shows a zero incidence angle; figure St) shows a positive incidence angle; figure 3c) shows a ne Figure 10 shows the fins (18) and the rudders (23) with different deflections, as seen from figure 10a), figure 10b) and figure 10c) .

Figure 11 shows different settings for stability and control of the airship (1). Figure 11a) shows the lifting rotors (15) coplanar with the wings (17) which exhibit a rotation in the same direction. Figure lib) shows the lifting rotors (IS) coplanar with the wings (17) which exhibit a rotation in opposite directions. Figure 11c) shows the lifting rotors (15) coplanar with the wings (17) which exhibit an antisimetric rotation along the longitudinal axis of the airship (1) for rolling control purposes. Figure lid) shows the independent rotation of the lifting rotors (15) relative to the wings (17) . Figure lie) shows the propulsive rotor (16) .

Figure 1.2a) depicts the airship (1) showing the direction of the thrust vectors according to the rotation of the lifting rotors (15) and the propulsive rotor (16), the wings (17), the fins (18) and the photovoltaic panels (22) . On top of those items, figure 12b) also shows the cockpit module (14) .

Figure 13 shows the landing tower (2) with the landing platform (8) in different positions, easily observed from figure 13a), figure 13b) and figure 13c) .

Figure 14 shows the complete air transport system: the airship (1) , with the wings (17) , the fins (18) and the photovoltaic panels (22) , standing on the landing platform (8) , which is placed on the tower (2), through the mooring mechanism (3), which contains the mooring mast (25) and the extensible arm (26), clearly seen ir. figure I4a), figure 14b}, figure 14c) and figure ltd) .

In figure 15, one can see the rails (28) and the corresponding fasteners (29) for the attachment of the cockpit module (14) .

figure 16 shows an example of the central module (19), with a large number of gas balloons (30) between the nose module (20) and the tail module (21) .

Figure 17 shows the fixed elements (31) and the rotating elements (32) of the wings' (17) rotation mechanism and the lifting rotors (15) embedded on them.

Figure 13 shows the lateral overhead door (33) next to the cockpit module (14), the rails (28) and the location of. the free cargo carrying module (9).

Figure !¾ shows the air transport system comprising maneuverable modular hybrid airship (1), the landing tower (2) and the mooring mechanism (3) .

The modular hybrid airship (1), by using the air, is not. subjected to limitations imposed by road infrastructures. Therefore, it is in a position to better respond to the clients' requirements and several functionalities. Its hybrid nature makes it manoeuverable; a factor that, is necessary in urban areas often characterized by adverse flight conditions (for example, confined spaces and unsteady winds). Similarly, its modular nature gives it different lifting capabilities and as such a greater versatility in the types of cargo it can carry both in terms of weight and volume. The possibility to incorporate solar fed propulsion also results ir; a sustainable, quiet and long endurance vehicle.

Due to its capability to be extended in height and to have a mooring mechanism (3), the landing tower (2) can handle loading and unloading operations in any situation, namely in confined spaces typical of urban regions. Likewise, it can pose reduced visual impact since it can be retracted when not in use.

The gondola (4) offers high flexibility in the type of cargo (namely, shape, size and nature) it can carry.

Based on the properties of this invention, particularly in terms of transportation capability, maneuverability, and endurance, it has a high potential for application to various logistics scenarios.

Nevertheless, the original design, this invention may have many other uses. Thus, in addition to its use in an urban logistics context, it is foreseeable that the invention could also be used in the following applications:

1. Transport of goods in medium and long distances {in urban or rural areas) .

2. Transport of special goods (e.g. high size or high weight) which may present transportation difficulties by iand or sea environments, such as: wind towers, mechanical parts or houses) .

3. Transport to remote locations (e.g., islands, mountains) or difficult to reach (e.g. regions affected by snow, floods or earthquakes, or regions at war scenarios) that do not have aufficient or available land or water infrastructures. 4. Commercial or Entertainment transport of People or Tourist travels. The Modular Transport Gondola (4) allows easy installation of devices for transporting people. The Modular Hybrid Airship (1) offers particular favorable conditions for this use, in particular flight stability, wider interior space and panoramic view, reduced noise level and long endurance.

5. Civil or military air monitoring of regions of interest, namely forests, coast, sea, borders, natural parks or social events.

6. Advertising or trade promotion events, using the large sides and lower spaces of the Modular Hybrid Airship (1).

7. Due to its long endurance and high stability, and the hovering capacity of the Airship (1), this invention is particularly interesting for Search and Rescue situations.

8. Support the performance of any function or activity that requires the placement of equipment or people in altitude, in a stationary position or not, including but not limited to:

a. Telecommunications point : by having its own equipment installed, the invention may be used in telecommunications networks as a relay.

b. Weather station: by having its own equipment installed, the invention may be used for gathering and processing meteorological data.

c. Land surface information collection station: by having its own equipment installed, the invention may be used to gather information on the Earth's surface (e.g. images) .

d. Environmental quality monitoring station: by having its own equipment installed, the invention can contribute to the gathering of environmental data.

Considering the potentialities and limitations expressed above, and after thorough analysis of available technology solutions, it is considered that Airships are one of the most appropriate solutions to ensure the transportation of goods in urban areas.

REFERENCES [1] - Macario R., Fiiipe L, N . _* Reis V, Martins P., (2007) *Element5 for a Master Plan in Urban Logistics" in Taniguchi F.., Thompson R. G. {Eds) proceedings of. City Logistics 2007, Institute for City Logistics, Elsevier Publication

[2] - Macario, R. , Rodrigues, M., Garaa, A, (2011) Business Concepts and models for urban logistics {Deliverable 2) . TURBLOG project. European Commission.

13] - Macario R., 2013, "Modeling for public policies inducement of urban freight business development" in Ben Akiva, M. (Ed), Meersman H. (Ed,), van de Voorde E., (Ed), "Freight Transport Modelling", Emerald Group Publishing, IS3N-10: 1781902852, ISBN- 13: 978-1781902851

[41 - Macario R. , Reis V., 2009, "Future prospects on urban logistic research", in Uleguin F. (Ed), (2009) "Prospects for Research in Transport and Logistics or. a Regional - Global Perspective", pp 149 - 155, ISBN 978-9944-5789-2-9.

[53 - Macario R., Galelo A., Martins P, (2008). "Business Models in Urban Logistics Revista Ingenierla & Desarrollo Pevista de la Divisi6r. de Ingenierias de la Universidad del Norte, Colombia, Nr 24 Jul Dez 2008, ISSN 0122- 3461