Claw for capturing an aircraft

Abstract

The present invention relates to a capture claw (10) for capturing an aircraft (300) by means of a physical intervention, wherein the capture claw (10) comprises at least one capture arm (12) which has at one end a coupling section (14) configured to functionally couple the capture arm (12) with a first aircraft (100), in particular a first unmanned aircraft (100); the capture arm (12) has at least one capture tooth (16) at an end opposite the coupling section (14); and the grasping claw (10) is designed with a claw mechanism, wherein the claw mechanism is configured to move the at least one grasping arm (12) from a starting position (30) in which the grasping arm (12) is at least partially in contact with the first flying device (100) to an engagement position (50) in which the at least one fang tooth (16) of the grasping arm (12) engages with a second flying device (300).Furthermore, the invention relates to an unmanned aerial vehicle (100) comprising a capture claw (10).

Description

[0001] The present invention relates to a capture claw for capturing an aircraft, in particular an unmanned aircraft, and to an unmanned aircraft comprising a capture claw.

[0002] Unmanned aerial vehicles, also known as drones or UAVs, are remotely controlled or operate completely autonomously, eliminating the need for a crew on board. This expands the range of applications for unmanned aerial vehicles and allows for a high degree of flexibility in their design and size. Therefore—and because the operator of an unmanned aerial vehicle can control it from a safe distance—numerous drones are now used in military conflicts for reconnaissance, surveillance, and as weapons, for example, by being equipped with explosives.

[0003] Consequently, the fight against unmanned aerial vehicles (UAVs) has increasingly come into focus in recent years. So-called drone defense systems are particularly relevant for national defense and the protection of public and private property, as the widespread availability of drone hardware and know-how has led to a significant increase in the threat posed by these devices. In particular, the sharp drop in the price of commercial drones, which can be converted into weapons in just a few steps, creates a new threat landscape, as their defense must also be economically viable.

[0004] Protecting important individuals, such as politicians, and critical infrastructure is a fundamental task for both state and private security agencies. Intercepting potential drone threats is a key principle in this context. This requires interception capabilities that can be deployed even in populated areas or over crowds.

[0005] In the field of drone defense systems, various concepts are already known for intercepting or disabling other aircraft. One method of combating drones is known as "jammering." Specially equipped devices emit strong radio signals, thus disrupting the communication between the pilot and the drone. When a jammer is directed at a drone, it interrupts the radio and GNSS signals used to control the drone. Depending on the technology used, the signals can be disrupted from a distance of several hundred meters. However, this approach is only effective as long as a continuous active radio link between a pilot and the aircraft is necessary to maintain flight status or the aircraft's functionality. In addition to disrupting the radio link between the pilot and the aircraft, GNSS jamming or GNSS spoofing is also employed.If the aircraft has become uncontrollable due to a technical fault, or is flying fully autonomously without GNSS, interrupting the radio link will have no effect. US 2020 / 0363167A1 is an example of this.

[0006] Another technical possibility is taking control of a drone, as described in EP 2 853 974 A1. This involves transferring control to another pilot via software manipulation, enabling them to land the captured drone. However, this approach requires a certain level of technical knowledge about the opposing drone, making the chances of success uncertain with an unknown type.

[0007] In addition to the described methods of signal jamming and general electronic measures for drone defense, physical countermeasures also exist. One such physical countermeasure is the use of net launchers, which fire capture nets to reduce the flight capability of enemy aircraft. Once a drone is caught in a net, it becomes unmaneuverable. However, targeting and hitting the drone is not a simple task. Furthermore, once the net is fired, the interception maneuver cannot be interrupted or modified. Net launchers can be deployed from aircraft or be designed as portable versions. An example of the use of nets to capture drones is disclosed in US 11,899,473 B2.

[0008] Furthermore, aircraft are used that destroy other aircraft by means of a kinetic impact and are therefore known as kamikaze drones. These aircraft are robustly built and fast. The opposing aircraft is rammed at high speed. In this process, both aircraft are usually destroyed and fall uncontrollably to the ground. However, the falling debris poses a significant danger to all persons or objects in the area of ​​the collision. US 11 899 473 B2 also provides an example of such a procedure.

[0009] The physical defense methods described cause potentially dangerous falling debris. Therefore, they cannot be used, or can only be used to a limited extent, over populated areas or near people.

[0010] Consequently, such systems must ensure the safe grounding of the enemy drone. Two methods are known for this. One involves a physical intervention using a large aircraft, usually a large multicopter. This utilizes tethers or nets in which the enemy aircraft is meant to become entangled. The enemy aircraft is thus bound to the large aircraft and can be brought down by it. The landing location can be freely chosen, which allows for the protection of people and property. This method requires that the attacking aircraft has sufficient payload capacity to carry the target drone. Accordingly, oversized aircraft are often required, which entails considerable logistical effort. Unmanned aerial vehicles weighing over 25 kg also require significantly more stringent certification regulations and operating procedures.

[0011] The second method involves attaching and deploying a parachute to the target aircraft using net launchers. This approach provides increased protection for the surrounding area by establishing a direct physical connection to the target aircraft. To date, only a few physical connections between two aircraft have been made in flight, as this is a complex maneuver.

[0012] Another example from manned aviation is aerial refueling, in which one aircraft is supplied with fuel by another in mid-air. This is now also being done for unnamed aircraft such as the Northrop Grumman RQ-4. In this process, a reversible connection is established in the air through which fuel can be transferred.

[0013] Another possible interaction between two aircraft is the complete absorption of a smaller drone into a larger aircraft, such as a transport plane, by using a capture device to grab the drone during flight and pull it into the aircraft. Examples of this include the capture of Gremlin UAVs by a C-130 aircraft or the FCAS program of several European states.

[0014] Another physical connection that can be established between two aircraft is the capture of rocket stages in the air, as is done, for example, by the company Rocket Lab.

[0015] These methods have in common that both aircraft are designed to establish a physical connection or engage in physical interaction with each other and are generally also capable of communication. None of these connections are established with an opposing aircraft—that is, with a non-cooperative or unprepared aircraft—that is to be captured.

[0016] However, from GB 2 620 622 A, which represents the closest prior art in this case, an aerial capture device is known which comprises at least one capture arm and can be attached to an unmanned aerial vehicle. The capture arm of the device can be used to capture unmanned aerial vehicles.

[0017] DE 20 2022 105 465 U1 discloses a gripping system for a first aircraft for gripping a second aircraft in the air, which has at least two gripping arms and a control unit.

[0018] According to US 2016 / 0327945A1, an intervention between two aircraft can be established by coupling using a gripping unit, whereby the intervention can be established during flight.

[0019] Reference is also made to US 2019 / 0 112 045 A1, US 2019 / 0 100 315 A1, CN 1 07 933 915 A, CN 2 05 633 051 U, DE 10 2015 003 323 A1 and WO 2022 / 219 371 A1.

[0020] It is therefore the object of the present invention to provide a device for capturing an aircraft, in particular an unmanned aircraft, by means of a physical intervention, which enables a safe neutralization of an aircraft to be switched off and prevents the aircraft to be switched off from being released from the physical intervention, wherein the device is also cost-effective and flexible in its application.

[0021] According to the invention, this problem is solved in a first aspect by a capture claw for capturing a flying device according to claim 1.

[0022] A capture claw within the meaning of the present invention is understood to be a device comprising at least one section designed for capturing an aircraft. The capture of the aircraft is achieved by clamping or completely enclosing the aircraft within the appropriately designed section, in this case, the at least one capture arm and the at least one capture tooth of the capture claw. Alternatively, it is possible for only individual components of the aircraft to be captured to be clamped or enclosed by the capture claw, for example, individual propellers or wings. Instead of clamping or enclosing, the physical engagement of the capture claw with the aircraft to be captured can also be effected by the capture tooth engaging with the aircraft. During the capture process, the aircraft is placed in a maneuverable or...The aircraft is rendered unflyable or at least so severely hindered that it can no longer reach its original destination and / or continue its task, such as monitoring its immediate surroundings. Preferably, the aircraft to be captured is rendered incapable of action and thus neutralized without being destroyed.

[0023] The second aircraft can be any common aircraft or flying device, in particular unmanned aerial vehicles (UAVs), i.e., drones, as well as airplanes and helicopters. The capture claw according to the invention can be adapted to the size of the aircraft to be captured, so that even second aircraft larger than the first can be completely enclosed. Optionally, the size of the capture claw is essentially the same as or larger than the size of the first aircraft. In particular, the length of the capture arms should be designed to be as long as possible in order to maximize the effective range of the capture claw. However, the size of the capture claw must generally be designed so that the flight capability of the first aircraft is not negatively affected. In other words, the size of the capture claw is essentially determined by the size of the first aircraft.Insofar as the aircraft to be captured is a relatively large aircraft, such as an airplane or a helicopter, the capture claw does not aim to achieve physical intervention by completely enclosing it, but rather by hooking or partially enclosing at least one component of the aircraft to be captured.

[0024] It should also be mentioned here that the capture claw according to the invention is particularly intended to generate a physical interaction with an opposing, i.e., non-cooperative, aircraft to be captured. Preferably, the physical interaction between the capture claw and the second, opposing aircraft is realized within a short time span, i.e., within a few seconds, so that the pilot or operator of the opposing aircraft has little or no time to avoid the interaction by the capture claw. The capture claw according to the invention can therefore be used in both military and civilian contexts for the defense against aircraft, especially drones.

[0025] As mentioned above, the capture claw according to the invention comprises at least one capture arm. The capture arm is formed by a rod or tube made of metal or plastic, preferably fiber-reinforced plastic with high stiffness and strength. Furthermore, the capture arm has a coupling section at one end, via which the capture arm is pivotably and optionally slidably coupled to the first aircraft. At the other end or end section of the capture arm, at least one capture tooth is formed, which is configured to clamp the second aircraft, at least partially enclose it, or hook onto it. For this purpose, the capture tooth can be provided as a rod or tube, analogous to the capture arm, made of the same material, and optionally equipped with hook elements or hook-like elements that facilitate hooking onto the second aircraft.

[0026] According to an important feature of the present invention, the capture claw is designed with a claw mechanism. By means of the claw mechanism, the at least one capture arm can be moved from the initial position to the engagement position. While in the initial position the capture arm rests at least partially and circumferentially against the first aircraft, it pivots relative to the main direction of extension of the first aircraft when moved into the engagement position, in order to guide the at least one capture tooth of the capture arm in the direction of travel in front of the first aircraft. If two or more capture arms are encompassed by the capture claw, the capture teeth of the capture arms can be brought together in front of the first aircraft during said movement. When moving the capture arm into the engagement position, it can be pivoted by approximately 180° relative to the main direction of extension of the first aircraft via the coupling section.The physical engagement with the second flying device is achieved by contacting the fang of the second flying device, optionally by bringing several fangs together in front of the first flying device, in particular by at least partially enclosing it and / or by the fangs engaging with it. When using two or more fangs, these are preferably moved simultaneously from the starting position to the engagement position via the claw mechanism to increase the probability of a successful engagement of the fang with the second flying device.

[0027] If a physical collision with an opposing, second aircraft is now created using the capture claw according to the invention, this captured aircraft can be transferred to a safe destination and, if necessary, deactivated or destroyed there. This eliminates any risk of falling aircraft or their components, which would exist, for example, in the event of a shootdown or electronic signal jamming of the captured aircraft.

[0028] A further advantage of the capture claw according to the invention, particularly compared to the previously described aircraft defense systems, is its reusability. After a successful deployment, the claw can be returned to its starting position by means of the claw mechanism and is therefore readily available for reuse. Furthermore, the capture claw is cost-effective because it can be implemented with relatively simple technical means and does not consume ammunition. Accordingly, unlike net launchers, for example, no reloading is necessary, which increases the operational readiness of the capture claw.

[0029] To simplify targeting the second aircraft to be captured, it is advantageous to open the capture claw as wide as possible in the radial direction. Therefore, in a preferred embodiment, the claw mechanism of the capture claw according to the invention can move the at least one capture arm from the initial position to an intermediate position, in which the capture arm projects radially outwards from the first aircraft, and then from the intermediate position to the engagement position. By assuming the intermediate position, the effective range of the capture claw is increased, making it possible to enclose larger aircraft and enabling capture even with an inaccurate approach. Optionally, in the intermediate position, the capture arm can project perpendicularly from the first aircraft, i.e., form an angle of 90° relative to the main extension direction of the first aircraft, in order to maximize the effective range of the capture claw.

[0030] Once the capture claw reaches a predetermined distance from the aircraft to be captured, the capture arm can be pivoted from its initial position, in which it is at least partially in contact with the first aircraft, to an intermediate position by triggering the claw mechanism. The capture claw can then remain in this intermediate position, particularly during the final meters of the approach to the target. When the target, i.e., the second aircraft, is within range, the claw mechanism pivots the capture arm from the intermediate position to the engagement position, in which the physical engagement between the capture claw and the second aircraft is achieved.

[0031] In a further embodiment of the capture claw according to the invention, the capture arm and the capture tooth formed thereon can form an angle of 70° to 120° relative to each other, preferably an angle of 75° to 110°, and particularly preferably an angle of 80° to 100°. The capture tooth is attached to the capture arm in such a way that, when using two or more capture arms, the capture teeth of all capture arms are brought together when the capture arms are moved into the engagement position, with their tips optionally touching in the engagement position to prevent unintentional release of the captured second aircraft. Furthermore, by forming an angle between the capture arm and the capture tooth formed thereon, the clamping or complete enclosure of the second aircraft is simplified, and the capture arm needs to be pivoted less to bring the capture tooth together in the engagement position.

[0032] The angle between the capture arm and the fang can vary depending on the aircraft being captured, as well as its size and shape. For larger and / or rounded aircraft, the angle can be shallower, whereas for smaller aircraft that are to be completely enclosed, a more acute angle between the capture arm and fang may be preferable. Furthermore, it is conceivable that the angle could be automatically or manually adjustable during the approach to the target via an adjustment element located between the capture arm and fang. This would allow the operator or pilot of the first aircraft to make adjustments to the capture claw immediately before capturing the second aircraft, should it turn out, for example, that the second aircraft is larger or smaller than initially assumed.

[0033] To prevent the captured second aircraft from disengaging from the physical grasp by moving the capture arm from the engagement position towards the intermediate position in the opposite direction to the pivoting direction of the capture arm, the coupling section of the capture claw according to the invention can, in an optional embodiment, be designed with a locking pawl. This pawl is configured to prevent the capture arm from moving back from the engagement position to the starting position. The locking pawl can lock the capture arm in the engagement position. Alternatively or additionally, an electronic control system can be provided to actively hold the capture arm in the engagement position.

[0034] Furthermore, the repositioning of at least one arresting arm can be achieved by springs, pneumatics, hydraulics, magnets, or electric motors. For this purpose, springs, cylinders, magnets, or electric motors can be provided at the coupling section of an arresting arm. In particular, a repositioning unit can be provided that controls the repositioning or pivoting of the arresting arm. Alternatively, locking hooks can be provided that hold the arresting arm in its initial position on the first aircraft. When the locking hooks are released, the arresting arm then pivots automatically, for example, due to a spring bearing, towards the engagement position.In general, it is advantageous to apply the highest possible force when moving the capture arm, in order to ensure, firstly, that the capture arm pivots into the engagement position in rapid succession and, secondly, to enable the capture tooth to hook powerfully, for example by piercing the outer layer of the second flying device.

[0035] Depending on the intended use of the capture claw, it may be desirable to automate or manually operate the claw mechanism. Therefore, in a further embodiment of the capture claw according to the invention, triggering the claw mechanism can be performed automatically or manually. In this context, automatic triggering refers to computer-controlled actuation of the claw mechanism. Manual triggering, on the other hand, can be performed by a pilot of the first aircraft or by remote control by an operator. Optionally, an electronic or mechanical control unit is provided on the capture arm, particularly at its coupling section, to control the claw mechanism, enabling its triggering.The control unit can be configured to communicate with the control system of the first aircraft and / or with a remote operator, for example via radio or GNSS signals.

[0036] Furthermore, according to the invention, the capture claw comprises at least one capture strap which is attached to designated receptacles on the capture arm and which is designed to prevent the second aircraft from disengaging from the first aircraft. The capture strap can be made of an elastic material, for example, a rubber band. The capture strap can be stretched between the at least one capture arm and receptacles on the outside of the first aircraft. When using two or more capture arms, the capture strap is stretched circumferentially between the capture arms of the capture claw, particularly in the circumferential direction of the first aircraft. In the engagement position of the capture arm, i.e.,When the physical engagement between the grasping claw and the captured second aircraft is created, the capture strap in particular prevents the second aircraft from being released from the physical engagement of the grasping arm and, if necessary, prevents the second aircraft from escaping through the spaces between the grasping arms.

[0037] In a second aspect, the task is accomplished by an unmanned aerial vehicle (UAV), specifically a capture claw as described in the first aspect. An unmanned aerial vehicle, which in this context is synonymous with the first UAV described in the first aspect, includes all common types of drones, such as multicopters or unmanned aerial vehicles powered by jet engines. The former can have at least two electrically driven propellers and be designed as vertical take-off and landing (VTOL) UAVs. VTOLs are generally capable of hovering in place, allowing potential targets to be reconnoitered from an elevated position. While unmanned aerial vehicles with jet engines cannot hover, they are faster and can cover greater distances than multicopters.However, they require a launch ramp for takeoff. Such unmanned aerial vehicles can be equipped with the grasping claw according to the invention directly during their manufacture. Alternatively, the grasping claw can also be retrofitted to an unmanned aerial vehicle.

[0038] The control of the unmanned aerial vehicle and the capture claw according to the invention, which is coupled to it via the coupling section, is generally carried out by a remote operator, but can also be fully automated or semi-automated with human assistance. An advantage of coupling the capture claw to an unmanned aerial vehicle or drone is that the operator, unlike, for example, a helicopter pilot, does not have to enter an immediate danger zone to capture a second aircraft using the capture claw. Particularly in the case of armed drones equipped with an explosive device, capturing the drone would otherwise pose a significant safety risk to the operator.

[0039] In the case of multicopters, the number of grasping arms corresponds to the number of propellers of the respective multicopter, with the grasping arms arranged circumferentially in the spaces between the propellers. This ensures that the grasping arms do not collide with the propellers when pivoting from the initial position to the engagement position. In contrast to multicopters, the grasping claw of unmanned aerial vehicles with jet engines can be positioned along the main axis of extension of the aircraft in front of the jet engine to avoid exposure to the increased temperature generated by the jet engine.

[0040] Furthermore, the capture claw according to the invention is coupled to the unmanned aerial vehicle in such a way that the flight capability and maneuverability of the unmanned aerial vehicle are not affected by the capture claw. This preferably applies to both the state of the at least one capture arm in the starting position and in the engagement position. After successfully capturing a second aircraft, it can be transported by the unmanned aerial vehicle according to the invention to a safe location and, if necessary, destroyed or otherwise handled.

[0041] Furthermore, it is conceivable that, in the case of intercepting aircraft that are significantly larger and / or heavier than the unmanned aerial vehicle equipped with the capture claw, several unmanned aerial vehicles with capture claws according to the invention could be deployed against one and the same target object in order to intercept or defend against it jointly. This plurality of unmanned aerial vehicles according to the second aspect can, in this context, act as a swarm and carry out a coordinated interception operation. In this context, whether using a single unmanned aerial vehicle or a swarm, it may be sufficient to impair the flight capability of the second aircraft to be intercepted to such an extent that it is prevented from carrying out its actual task.

[0042] In an optional embodiment, the unmanned aerial vehicle (UAV) according to the invention can comprise at least one sensor, in particular at least one LiDAR or ToF sensor, which is configured to determine the distance between the UAV and a target aircraft. Determining the distance between the UAV and the target aircraft is particularly important for target acquisition. For this purpose, in addition to the aforementioned sensors, at least one camera can also be provided on the UAV, which visually detects the target object and then initiates a distance measurement using the sensor. Target acquisition can take place during flight or even before the launch of the UAV according to the invention ("lock-on before launch"). Alternatively, the at least one sensor can also be mounted on the capture claw.

[0043] If the sensor detects a distance that corresponds to a predetermined threshold, which correlates with the maximum reach of the capture arm in the engagement position, the claw mechanism can be triggered to pivot the capture arm from its initial position to the engagement position. Therefore, the unmanned aerial vehicle can optionally include a processor configured to automatically trigger the capture claw's claw mechanism based on the sensor data when a predetermined distance threshold is reached. Alternatively, the processor can be located directly on the capture claw, for example, integrated into the control unit of the capture arm. Besides automatic activation of the claw mechanism by the processor, it is also conceivable that the claw mechanism could be triggered manually by a remote operator.

[0044] Furthermore, in a preferred embodiment, the unmanned aerial vehicle according to the invention can have a parachute. The parachute serves in particular to ensure the safe landing of the unmanned aerial vehicle after a second aircraft has been captured. This may be necessary, for example, if the captured aircraft, due to its size and / or weight, affects the flight capability of the unmanned aerial vehicle according to the invention. In the case of aircraft to be captured that are significantly larger than the unmanned aerial vehicle, such as airplanes or helicopters, the parachute can be deployed immediately after the physical engagement between the capture claw and the aircraft to be captured, in order to impair the flight capability of the larger aircraft and thereby prevent it from carrying out its actual task.Finally, the parachute can be used to abort the flight of the aircraft according to the invention and to land it undamaged, regardless of whether a second aircraft has been captured or not. This represents a safe landing option, particularly for unmanned aircraft with jet engines. Alternatively, the parachute can also be integrated into the arresting claw.

[0045] Particularly in the case of an unmanned aerial vehicle (UAV) designed as a VTOL aircraft, the grasping claw can be positioned on the UAV in such a way that the teeth of two or more grasping arms act as support legs during takeoff and / or landing. This enables, for example, safe takeoff and, if necessary, safe landing of the VTOL aircraft, even on uneven terrain. In the case of jet-powered UAVs, an outward-projecting grasping tooth can serve to stabilize the aircraft on the launch pad.

[0046] After completion of an interception operation using the capture claw according to the invention, the at least one capture arm can be returned from the engagement position to the starting position, for example by manually releasing the locking pawl by the operator, in order to use the unmanned aerial vehicle for another interception operation. Consequently, the unmanned aerial vehicle according to the invention can be used for a multitude of interception operations, making the present invention an extremely economical option for the defense against drones and other aircraft.

[0047] It should be explicitly pointed out at this point that all characteristics, effects and advantages described in relation to the first and second aspects can also be applied to and combined with the respective other aspect.

[0048] The following section describes in greater detail the grasping claw and the unmanned aerial vehicle according to the invention, using exemplary embodiments and referring to the accompanying drawings. It illustrates: Fig. 1 a side view of an unmanned aerial vehicle in the form of a quadcopter with a grasping claw according to a first embodiment according to the invention; Fig. 2 a side view of an unmanned aircraft in the form of a jet-powered aircraft with a capture claw according to a second embodiment; Fig. 3 a detailed view of a grasping arm of the grasping claw according to the invention; Fig. 4 a frontal view of the unmanned aerial vehicle with grasping claw according to the invention Fig. 1; Fig. 5 a side view of the unmanned aerial vehicle with grasping claw according to the invention Fig. 1, with the grasping arms in the intermediate position; Fig. 6 a frontal view of the in Fig. 5 intermediate position of the grasping arms shown; Fig. 7 a side view of the unmanned aerial vehicle with grasping claw according to the invention Fig. 1, with the grasping arms in the engagement position; Fig. 8 a frontal view of the in Fig. 7 shown engagement position of the grasping arms; Fig. Figures 9a-9e illustrate an exemplary process of capturing a drone using the capture claw according to the invention; and Fig. Figures 10a-10d illustrate an exemplary sequence of an entanglement of the grasping claw according to the invention with a wing of an aircraft.

[0049] In the Fig. 1 and Fig. Figure 2 shows two different unmanned aerial vehicles 100 and 200 as examples, with which the capture claw 10 according to the invention can be coupled. The unmanned aerial vehicles 100 and 200 shown, which are also referred to as drones in the following, can accordingly be used to capture enemy aircraft, as described in the following. Fig. 9a-9e and 10a-10d are explained. Fig. Figure 1 illustrates a so-called quadcopter 100 with four propellers 102, which is equipped with a grasping claw 10 according to the invention and represents a first embodiment. Fig. Figure 2, however, shows a propelled unmanned aerial vehicle 200, which includes a gas turbine 202 and corresponds to a second embodiment. The grasping claw 10 shown in the first and second embodiments here comprises four grasping arms 12, wherein in the Fig. 1 and Fig. Only two of them are visible in each case. However, the number of tentacles (12) should not be considered limiting in this context.

[0050] The in Fig. 1 in a side view and analogously in Fig. The quadcopter 100 of the first embodiment, shown in a frontal view, has four propellers 102 spaced apart in its circumferential direction, which are preferably electrically driven. The quadcopter 100 is a VTOL-UAV, i.e., a drone capable of vertical takeoff and landing, hovering in place, and featuring hover and cruise modes. Other multicopters can be used instead of the quadcopter 100, for example, multicopters with two, three, five, or more propellers and correspondingly different propeller configurations. A further characteristic of the quadcopter 100 is that all four propellers 102 are arranged in a single plane. The propellers 102 are driven by DC motors 104, which can be designed as outrunners or inrunners.The propellers 102 and the associated DC motors 104 are connected via a boom 106 to a drone body 108 of the multicopter 100. The drone body 108 includes a battery (not shown) which provides the energy required to drive the propellers 102, and a control device (not shown) which regulates the speed of the DC motors 104 independently of each other or in pairs.

[0051] Furthermore, as can be seen from the combination of Fig. 1 and Fig. As can be seen from Figure 4, the capture claw 10 according to the invention has rod- or tube-shaped capture arms 12 which are coupled to the quadcopter 100. The capture arms 12 lie along the main extension direction of the quadcopter 100 on its outer side and extend from a central section of the drone body 108, on which the booms 106 are also formed, away from a drone head 110 at a front end of the quadcopter 100 towards a rear end of the quadcopter 100. From there, a capture tooth 16 projects radially from each capture arm 12 at an angle of approximately 100°. Both the capture arm 12 and the attached capture tooth 16 serve to capture an opposing flying object, as will be explained further below with reference to Figure 4. Fig. 5-8 is explained.

[0052] In Fig. Figure 2 shows a side view of a second embodiment of a jet-powered unmanned aircraft 200. The unmanned aircraft 200 comprises a gas turbine 202 as the central component of a jet engine 204. To propel the unmanned aircraft 200, the jet engine 204 draws in ambient air and compresses it in a compressor (not shown) to increase the pressure. Simultaneously, fuel, for example kerosene, is injected into an adjacent combustion chamber (not shown). The combustion of the fuel increases the ambient temperature, thereby increasing the flow velocity of the compressed gas.The gas's flow energy is then converted into rotary motion in the subsequent gas turbine 202, which drives the compressor and a fan 206. The fan 206 has blades and generates an airflow that is expelled rearward from the jet engine 204. The resulting thrust from the jet engine 204 propels the unmanned aircraft 200. Steering maneuvers of the unmanned aircraft 200 are achieved via thrust vectoring. For this purpose, the unmanned aircraft 200 is equipped with a vectoring thrust nozzle 208 at its rear.

[0053] Unlike the quadcopter 100 of the first embodiment, the unmanned aerial vehicle 200 of the second embodiment is not designed as a VTOL-UAV and therefore cannot hover in place. However, due to its jet engine 204, the unmanned aerial vehicle 200 typically achieves higher speeds and can cover greater distances than the quadcopter 100. A launch ramp is usually used to take off the unmanned aerial vehicle 200, while landing is facilitated by an integrated parachute, which is deployed to initiate a landing maneuver.

[0054] The in Fig. The grasping claw 10 shown in section 2, attached to the unmanned aerial vehicle 200, essentially corresponds to the grasping claw 10 of the first embodiment, which is shown in the Fig. 1 and Fig. Figure 4 shows that, therefore, only the differences between the second embodiment and the first embodiment will be discussed below. In the second embodiment, the grasping claw 10 is arranged, for example, in front of the gas turbine 202 and the vector thrust nozzle 208, so as not to be exposed to the high temperatures of the jet engine 204. Accordingly, the grasping claw 10 does not extend to the rear end of the body of the unmanned aerial vehicle 200, as shown in Figure 4. Fig. The arrangement shown in Figure 2 of the second embodiment is not to be understood as restrictive. The same applies to the representation of the first embodiment.

[0055] The quadcopter 100 and the unmanned aerial vehicle 200 have in common that various sensors, such as LiDAR or ToF sensors, and / or cameras 112, 212 are mounted on their heads. These serve in particular for target acquisition and distance measurement between the unmanned aerial vehicle 100, 200 and a second aircraft to be captured.

[0056] In Fig. Figure 3 shows a single capture arm 12 of the capture claw 10 isolated and in greater detail. It should be noted that a functional capture claw 10, which is designed to capture an aircraft by means of a physical intervention and is equipped with a claw mechanism, comprises at least one capture arm 12. The rod- or tube-shaped capture arm 12, which is made of metal, for example, has a coupling section 14 at one end and a fang 16 at the opposite end. The length of the capture arm 12 can be adjusted according to the length of the unmanned aircraft 100, 200 and / or according to the attachment position of the capture arm 12 on the outside of the unmanned aircraft 100, 200. Furthermore, the capture arm 12 includes two receptacles 18 for capture straps, which are not shown here.

[0057] The coupling section 14 serves to couple the capture arm 12 with the unmanned aerial vehicle 100, 200 of the first or second embodiment. Furthermore, the coupling drive 14 enables the capture arm to pivot relative to the unmanned aerial vehicle 100, 200 in the Fig. 1 and Fig. 2 coupled state shown. For this purpose, electric motors, for example, can be provided at the coupling section 14 and / or at the unmanned aerial vehicle 100, 200, which control a swiveling movement of the capture arm 12. In the Fig. In the embodiment shown in Figure 3, the coupling section 14 is designed with a locking pawl which prevents the catch arm 12 from moving backwards in the engaged state, which occurs, among other things, in the Fig. 7 and Fig. 8 is shown.

[0058] The canine tooth 16 is rod- or tube-shaped, analogous to the canine arm 12, and forms an angle of approximately 100° with the canine arm 12. The angle, size, and shape of the canine tooth 16 are illustrated here only as examples and may differ from the representation in Fig. 3. The canine tooth 16 is locked in the angular position shown here to prevent unwanted displacement of the canine tooth 16, especially against the direction of displacement of the grasping arm 12. This lock can be released, for example, to fold the canine tooth in for transport of the grasping claw 10.

[0059] The canine tooth 16 serves in particular to create the physical engagement between the first aircraft 100, 200 and a second aircraft to be captured, by at least partially enclosing the aircraft to be captured and / or becoming entangled in it, as shown in the Fig. Figures 9a-9e and 10a-10d show this. It should be noted that a capture arm 12 can have several capture teeth 16, which, for example, can be spaced apart from one another along the main extension direction of the capture arm 12 and / or can have different or differing shapes. Furthermore, the capture tooth 16 can be curved and / or inclined along the circumferential direction of the unmanned aerial vehicle 100, 200.

[0060] As mentioned previously, in Fig. Figure 4 shows a frontal view of the quadcopter 100 of the first embodiment with the grasping claw 10 according to the invention. Fig. Figure 4 shows in particular the arrangement of the four booms 106 together with propellers 102 and the offset arrangement of the four grasping arms 12 and grasping teeth 16 along the circumferential direction of the quadcopter 100. Here, the grasping arms 12 are arranged in the circumferential direction of the quadcopter 100 in the space between two adjacent booms 106, so that a collision of the grasping arms 12 and the grasping teeth 16 with the booms 106 and the propellers 102 attached to them is avoided when the grasping arms 12 are pivoted.

[0061] The 12 tentacles are located in the Fig. 1 and Fig. Figure 4 shows the capture arms in a starting position 30, in which they rest against the outside of the quadcopter 100. In the starting position 30, the capture arms 12 are therefore aligned with the drone body 108, which is why the starting position 30 can also be referred to as the 0° position. The capture arms 12 assume the starting position 30 both during takeoff and during normal flight, i.e., whenever a physical intervention with a captured aircraft is not imminent.

[0062] In contrast, the 12 tentacles are located in the Fig. 5 and Fig. 6 in an intermediate position 40. In Fig. Figure 5 shows a side view of the Quadrocopter 100, while Fig. Figure 6 illustrates a frontal view of the quadcopter 100, in which the grasping arms 20 are also shown. By triggering the claw mechanism, the grasping arms 12 are pivoted from the initial position 30 to the intermediate position 40, in which they extend radially outwards from the quadcopter 100 perpendicularly. The grasping arms 12 pivot about their respective coupling sections 14 relative to the drone body 108 in the direction of the drone head 110. The coupling section 14 further locks the grasping arms 12 in the intermediate position 40, so that the quadcopter 100 can fly in this state for a longer period of time if desired. However, this locking of the grasping arms 12 in the intermediate position is not strictly necessary, so the claw mechanism can also move the grasping arms 12 in a continuous pivoting motion.Moving the grasping arms 12 to the intermediate position 40 by means of the claw mechanism serves in particular to increase the effective range of the grasping claw 10, so that even aircraft larger than the quadcopter 100 can be captured. Due to the vertical extension of the grasping arms 12 from the outside of the quadcopter 100, the intermediate position 40 can also be described as the 90° position.

[0063] Furthermore, how from Fig. As shown in Figure 6, two arresting straps 20 are arranged around the circumference between the arresting arms 12, each attached to the receptacles 18 of the arresting arms 12. The arresting straps 20 are made of an elastic material and prevent a captured aircraft from escaping, for example, into the Fig. 9d and Fig. The physical intervention shown in 10d can escape through the spaces between the grasping arms 12.

[0064] Analogous to the Fig. 5 and Fig. 6, is in the Fig. 7 and Fig. Figure 8 shows the quadcopter 100 with capture claw 10 in a side and frontal view. Here, the capture arms 12 are in the engagement position 50, which can also be described as the 180° position. In the engagement position 50, the capture arms 12 are fully swung forward in the direction of movement of the quadcopter 100, so that the capture teeth 16 are brought together in front of the drone head 110. Together with the capture straps 20 stretched between the capture arms 12, this creates a kind of cage in which an opposing aircraft can be captured and then transported to a safe destination. Capturing an aircraft by assuming the engagement position 50 of the capture claw 10 corresponds to the previously described physical engagement between the capture claw 10 and the aircraft to be captured.

[0065] The triggering of the claw mechanism, which moves the capture arms 12 from the initial position 30 via the intermediate position 40 to the engagement position 50, is primarily influenced by the distance values ​​to a target object determined by the sensors and / or cameras 112. For example, if a predetermined threshold is reached, which corresponds to the maximum range of the capture arms 12, the claw mechanism is triggered and the capture arms 12 are moved to the engagement position 50 to capture the target object detected by the sensors 112. For this purpose, the quadcopter 100 can include a processor (not shown) that evaluates the detected distance values ​​and releases the claw mechanism when the predetermined distance threshold is reached. This allows, for example, the remote operator of the quadcopter 100 to trigger the claw mechanism via remote control, or the claw mechanism to trigger automatically.

[0066] In the Fig. Figures 9a-9e and 10a-10d illustrate two examples of interception procedures against aircraft to be captured using the capture claw 10 according to the invention. In the case of the first example, i.e., the Fig. Figures 9a-9e show a quadcopter 100 equipped with the grasping claw 10, while in the second example in the Fig. In examples 10a-10d, an unmanned aerial vehicle 200 with a jet engine 204 is used. However, it should be noted that both types of unmanned aerial vehicles 100 and 200 are applicable to both examples and can each perform the interception procedures described therein.

[0067] In Fig. Figure 9a shows the quadcopter 100 in a launch position, with the cannon teeth 16 acting as support legs for launching the quadcopter 100. These support legs stabilize the quadcopter 100 during takeoff and, if necessary, landing, enabling takeoff and landing maneuvers even on uneven terrain. Even in this position, the quadcopter 100 can detect a target aircraft 300 using the sensors 112 on the drone head 110 ("lock-on before launch"). In this example, the target aircraft 300 is represented by a smaller drone, which is equipped, for example, with a camera and used for reconnaissance of enemy positions. After detecting the target aircraft 300, the quadcopter 100 calculates the approach path and can launch automatically or remotely. The detection of a target aircraft 300 is also possible in Fig. Figure 9b illustrates this, showing the quadcopter 100 already in the air.

[0068] In Fig. At position 9c, the quadcopter 100 now approaches the drone 300 so closely that the grasping arms 12 of the drone 300 are moved into the Fig. 9a and Fig. The starting position 30 shown in Figure 9b is pivoted to the intermediate position 40 in order to capture the drone 300. The pivoting of the capture arms 12 is carried out in the manner described above. It is also worth mentioning that the remote operator can take over control of the quadcopter 100 at any time, for example to interrupt the interception process.

[0069] By moving the grasping arms 12 from the intermediate position 40 to the engagement position 50, the physical intervention with the drone 300 is generated, which in Fig. Figure 9d illustrates this. The drone 300 is completely enclosed by the grasping arms 12, including their grasping teeth 16, rendering it maneuverable and unable to fly. In this state, the quadcopter 100 can transport the drone 300 to a safe destination. Alternatively, as shown in Fig. As shown in Figure 9e, a parachute 124 can also be deployed, by means of which the quadcopter 100 can be landed safely. This procedure is particularly advantageous if the flight capability of the quadcopter 100 should be impaired by capturing the drone 300.

[0070] In the Fig. Figures 10a-10d illustrate the second example of defense against or interception of an aircraft using the grasping claw 10. Analogous to the one in Fig. In the state shown in 9b, the unmanned aerial vehicle 200 with jet engine 204 detects a target aircraft 400 during flight using the sensors and / or cameras 212, whereupon a target approach is initiated, as in Fig. Figure 10b shows this process. This is performed primarily automatically, so the operator only needs to confirm the target object 400 and / or abort the interception. In this example, the aircraft 400 to be intercepted is significantly larger than the unmanned aerial vehicle 200, for example, a large reconnaissance drone (URAV) or an airplane. When the aircraft 400 is detected, its size can be determined simultaneously to estimate whether it can be completely enclosed, as shown in the figures. Fig. 9d and Fig. 9e shown. Should this not be the case, as in the present case, a suitable component of the aircraft 400 can be determined, for example the wing 402, on which it is possible to hook or partially enclose the grasping arms 12.

[0071] According to the representation in Fig. 10c then, upon reaching the distance threshold, the claw mechanism is triggered, causing the grasping arms 12 to move from the into the Fig. 10a and Fig. The starting position 30 shown in 10b pivots via the intermediate position (not shown here) into the engagement position 50, thereby engaging with the wing 402 of the aircraft 400, for example by the fangs piercing the outer layer of the wing 402. Finally, as shown in Fig.Figure 10d illustrates that, in the intervened state, the parachute 224 of the unmanned aerial vehicle 200 is deployed, creating a braking effect that also affects the captured aircraft 400. This braking effect so strongly influences the flight path of aircraft 400 that it veers off course or at least its maneuverability is impaired.

[0072] Finally, it should be noted that the first aircraft 100, 200 is exclusively an unmanned aircraft, while the second aircraft to be captured, 300, 400, can be either an unmanned aircraft or a manned aircraft. Reference symbol list 10 Catching claw 12 Arm 14 Coupling section 16 Canine tooth 18 recording 20 tether strap 30 Starting position 40 Intermediate position 50 Intervention position 100, 200 unmanned aerial vehicles 102 propellers 104 DC motor 106 booms 108 drone bodies 110, 210 Drone head 112, 212 Sensor 124, 224 Parachute 202 Gas turbine 204 jet engine 206 Fan 208 Vector thrust nozzle 300, 400 aircraft to be captured

Claims

[1] Claw (10) for capturing a flying device (300, 400) by means of a physical intervention, wherein: the capture claw (10) comprises at least one capture arm (12) which has at one end a coupling section (14) which is designed to couple the capture arm (12) functionally with a first aircraft (100, 200), in particular a first unmanned aircraft (100, 200), the grasping arm (12) has at least one grasping tooth (16) at an end opposite the coupling section (14), and the grasping claw (10) is equipped with a claw mechanism, wherein the claw mechanism is arranged to move the at least one grasping arm (12) from a starting position (30) in which the grasping arm (12) is at least partially in contact with the first flying device (100, 200) to an engagement position (50) in which the at least one fang (16) of the grasping arm (12) engages with a second flying device (300, 400), characterized by , that the grasping claw further comprises at least one grasping strap (20) which is attached to the grasping arm (12) provided for this purpose and which is designed to prevent the second flying device (300, 400) from being released from the engagement with the first flying device (100, 200). [2] Claw (10) for capturing a flying device (300, 400) according to claim 1, wherein the claw mechanism moves the at least one capture arm (12) from the initial position (30) to an intermediate position (40) in which the capture arm (12) extends outwards in a radial direction from the first flying device (100, 200), and then from the intermediate position (40) to the engagement position (50). [3] Catching claw (10) for capturing a flying device (300, 400) according to claim 2, wherein the catching arm (12) extends perpendicularly from the first flying device (100, 200) in the intermediate position (40). [4] Claw (10) for capturing a flying device (300, 400) according to one of the preceding claims, wherein the grasping arm (12) and the grasping tooth (16) formed thereon span an angle of 70° to 120° relative to each other, preferably an angle of 75° to 110°, particularly preferably an angle of 80° to 100°. [5] Catching claw (10) for capturing a flying device (300, 400) according to one of the preceding claims, wherein the coupling section (14) is designed with a locking pawl which is configured to prevent the catch arm (12) from being moved back from the engagement position (50) to the starting position (30). [6] Catching claw (10) for capturing an aircraft (300, 400) according to one of the preceding claims, wherein the displacement of the catch arm (12) can be carried out by springs, pneumatically, hydraulically, magnetically or by electromechanical means. [7] Claw (12) for capturing a flying device (300, 400) according to one of the preceding claims, wherein the claw mechanism can be triggered automatically or manually. [8] Unmanned aerial vehicle (100, 200) comprising a capture claw (10) according to any one of claims 1 to 7. [9] Unmanned aircraft (100, 200) according to claim 8, further comprising at least one sensor (112, 212), in particular at least one LiDAR or ToF sensor, which is configured to determine a distance of the unmanned aircraft (100, 200) to an aircraft (300, 400) to be captured. [10] Unmanned aerial vehicle (100, 200) according to claim 9, further comprising a processor which is configured to automatically trigger the claw mechanism of the capture claw (10) on the basis of the determined sensor data when a predetermined distance threshold is reached. [11] Unmanned aircraft (100, 200) according to any one of claims 8 to 10, wherein the unmanned aircraft (100, 200) has a parachute (124, 224). [12] Unmanned aircraft (100) according to any one of claims 8 to 11, wherein the unmanned aircraft (100) has at least two electrically driven propellers (102) and is a vertically take-off and landing unmanned aircraft. [13] Unmanned aircraft (200) according to any one of claims 8 to 11, wherein the unmanned aircraft (200) has a jet engine (204). [14] Unmanned aircraft (100) according to any one of claims 8 to 12, wherein the grasping claw (10) in the starting position (30) is arranged on the unmanned aircraft (100) such that the grasping teeth (16) of at least two grasping arms (12) act as support legs during take-off and / or landing of the unmanned aircraft (100).

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