AIRCRAFT WITH WING FOLDING MECHANISM

Description

[0001] The invention relates to an aircraft, in particular a missile.

[0002] From practice, aircraft (LFZ) or missiles (FK), in particular cruise missiles, e.g. in the form of the "Taurus KEPD-350" with a rectangular fuselage and two fold-out wings arranged on top of the fuselage or in the form of the "BGM-109 Tomahawk", are known.

[0003] In order to achieve greater ranges for the missiles, folding or swivel wings are used, which are completely or partially sunk into the fuselage in the packed configuration or a packed state and are swung out in flight or a flight state.

[0004] KR 2011 0062088 A discloses an aircraft.

[0005] US 2017 / 260973 A1 discloses a pivoting arrangement for wings of an aircraft.

[0006] CN 109 367 760 A discloses a wing arrangement for an aircraft.

[0007] US 2017 / 369150 A1 discloses an unmanned aerial vehicle.

[0008] WO 2018 / 044182 A2 discloses a principle for moving wings of an aircraft.

[0009] US 2021 / 0033371A1 discloses an aircraft with wings that are foldably mounted on a fuselage.

[0010] The object of the invention is to propose an improved aircraft.

[0011] The object is achieved by an aircraft according to patent claim 1. Preferred or advantageous embodiments of the invention and other categories of invention emerge from the further claims, the following description and the attached figures.

[0012] The aircraft has a longitudinal axis which, during normal operation (i.e., when the aircraft is in flight), corresponds to its direction of flight. The aircraft has two wings. Each of the wings extends along a respective wing axis. The aircraft has a folding bearing arranged on the longitudinal axis. In particular, the longitudinal axis passes through the folding bearing and, in particular, it is designed symmetrically to the longitudinal axis. Both wings have two longitudinal ends along their wing axes. One of the longitudinal ends is a bearing end. The wings are hingedly mounted on the folding bearing with their respective bearing ends. The folding bearing thus enables the corresponding folding functionality. In the folded state, or packed state, the wings are aligned with their wing axes along the longitudinal axis.In particular, the wing axes run parallel to the longitudinal axis or are offset from it by only a few degrees, in particular less than 3°, less than 5°, or less than 10°. In the unfolded state, also known as the flight state, the wing axes are aligned obliquely or transversely to the longitudinal axis. The folding bearing is located at the nose of the aircraft. "Obliquely" means an angle greater than zero degrees and less than 90°, in particular at least 10°, at least 20°, or at least 30° between the wing axis and the longitudinal axis. "Transverse" means angles in the range of 90°, in particular exactly 90°, or 88° to 92°, or 85° to 95°, or 80° to 100°.

[0013] The arrangement "at the nose" is to be understood as meaning that the folding bearing forms the nose or the nose tip of the aircraft or that, for all possible folding conditions, the distance from the nose tip of the aircraft to the beginning of the folding bearing is at most 20%, in particular at most 15%, in particular at most 10%, in particular at most 5% of the longitudinal extent of the entire aircraft.

[0014] The folding bearing is, in particular, a pivot bearing that has a common pivot axis for both wings or two separate pivot axes for each wing. The pivot axes run, in particular, parallel to one another, and in particular, at least one of them runs parallel to the yaw axis of the aircraft. The aircraft is optionally designed passively as a glider or with a propulsion device. The propulsion device is arranged, in particular, on one or both wings or on another structural part of the aircraft.

[0015] The following can be achieved by arranging the folding bearing at the nose of the aircraft: The folding location, i.e. the pivot, swivel or articulation point for the folding, swiveling, rotating movement etc. of the wings is also located at the nose. For a given overall length of the aircraft in the packed state, the wings can therefore extend from this folding bearing over the entire length and thus have the entire length along their wing axis. Because of the comparatively long wing length, the aircraft can achieve the greatest possible wing aspect ratio or wingspan in flight, even if the folding bearing is a pivot bearing and the wings themselves are rigid, i.e. designed without any further folding joints or similar. With wings that stick out transversely in flight, this is then about twice the overall length or wingspan of the aircraft.This allows the aircraft to achieve particularly good lift characteristics, which increases its range.

[0016] In a preferred embodiment, the wings are folded in the packed state such that, for a given aircraft geometry and a given folding kinetics (trajectory of the folding mechanism, rotation mechanism, etc.), the smallest possible transverse dimension for the aircraft is achieved. In other words, from among the possible folding, pivoting, and rotation positions, etc., that would be possible with a given folding kinetics or a given position of a pivot axis, one is selected that enables the smallest possible packed size of the aircraft with regard to its transverse dimension (two dimensions perpendicular to the longitudinal axis). The corresponding considerations are made, in particular, during the design phase of the aircraft. A corresponding folding or rotation position can then also be selected in the specific aircraft design as the end position for a folding, pivoting, or other movement.The additional folding, rotating or other positions theoretically possible in the design step may then no longer be achievable in the actual aircraft.

[0017] By minimizing the transverse dimensions and packing dimensions, the aircraft can then be accommodated in the smallest possible storage device or stowage space. This storage device or stowage space can be, for example, an internal weapons bay or a cargo hold of a carrier. The carrier, also called a "carrier vehicle," can in particular be a land, air, or sea vehicle, and particularly preferably also an aircraft, i.e., a "carrier aircraft." Viewed another way, given the available stowage space, the largest possible aircraft—especially in flight mode—or one with the largest possible wingspan can be stowed, since in its packed state, due to its smallest possible transverse dimensions, it requires less space than in flight mode.

[0018] In a preferred embodiment, the folding bearing is a connecting piece for the wings, through which the longitudinal axis passes. The wings are thus mounted or hinged to each other via the folding bearing. In particular, both wings are separately hinged to the folding bearing, in particular via two pivot bearings, so that the folding bearing represents a double pivot bearing. This results in a particularly simple design of the aircraft.

[0019] In a preferred embodiment, the aircraft includes a drive device arranged on the connecting piece. The drive device is thus located centrally in the aircraft and not on the wings. This eliminates the need to fold the drive device, particularly during wing folding. The drive device can be any type of aircraft propulsion system, in particular an aircraft engine, e.g., with a propeller, or a jet engine.

[0020] The aircraft is designed to carry payloads within or on the wings, and in particular only within them. As explained above, the nose-mounted arrangement of the folding bearing allows for comparatively large wings for a given aircraft pack size. Thus, the wings are dedicated to carrying payloads, and other structural components of the aircraft, such as a fuselage, can be made smaller or eliminated. This reduces the aircraft's drag and thus increases its range.

[0021] In a preferred variant of this embodiment, the payload is, in particular, a sensor system and / or a warhead and / or a control device and / or a communications device and / or a fuel for the propulsion device, if any. Appropriate payloads can create a particularly versatile aircraft.

[0022] In a preferred variant of this embodiment, a radar device is arranged as a payload in at least one of the wings. The radar device is, in particular, a SAR (synthetic aperture radar) device, which is distributed between both wings. In particular, it has a scanning direction in the direction of flight and / or toward the ground. Thus, the aircraft is equipped with a particularly powerful radar architecture.

[0023] The aircraft is designed without a fuselage, or in other words, without a fuselage. The aircraft therefore essentially consists only of the wings and the folding support, possibly as a connecting piece, and possibly also a propulsion device, none of which constitute a "fuselage" in the present sense. The folding support can preferably also serve as a connecting piece for the wings; alternatively, a separate connecting piece can be provided. The "fuselage" is understood to be a conventional hollow body for accommodating structural components (e.g., wing box) and internals (e.g., fuel tank, warhead, communications, etc.). This embodiment, in which the aircraft with the two wings and the folding support is designed without a fuselage and can optionally also include a propulsion device, is particularly suitable for combination with the accommodation of payload in the wings.By virtually completely dispensing with a corresponding fuselage or, in other words, by designing it without a fuselage, the aerodynamics of the aircraft are further improved in terms of its range.

[0024] In a further embodiment, the longitudinal dimension of the aircraft can be minimized by deploying the wings. In a preferred embodiment, in which the aircraft consists of the wings and the folding bearing—apart from any separate connecting piece and an optional drive device on the folding bearing or connecting piece—the longitudinal dimension of the aircraft can be minimized by deploying the wings. In particular, by arranging the folding bearing at the nose and thus also the pivot, swivel, or articulation point for the wings, the longitudinal dimension of the aircraft can be reduced during the transition from the packed state to the flight state.In the event that the aircraft has a separate connecting piece and / or a drive device arranged on the folding bearing or the connecting piece in addition to the folding bearing, the minimization of the longitudinal extent of the aircraft during the transition from the packed state to the flight state is ensured by the total length of the aircraft in the packed state extending from the bow to the longitudinal ends of the wings or, in other words, the length of the wings in the packed state / folded state is greater than the longitudinal extent of the connecting piece and / or the drive device or the rear region of the aircraft is formed by the longitudinal ends of the wings. Particularly preferably, the length of the wings along their wing axis is at least 1.5 x, in particular at least 2 x as long as the length of the connecting piece and / or the length of the drive device relative to the longitudinal axis of the aircraft.

[0025] In a preferred embodiment, the wings have a sweep in flight. The sweep consists in particular in the wing axes forming an angle of between 35° and 75°, in particular between 40° and 65°, and in particular between 45° and 60°, with the longitudinal axis. Such a sweep lengthens the cross-sectional profile of the wings in the direction of flight compared to a transverse arrangement of the wings, so that—particularly for the large-scale accommodation of payload in the wing—a greater installation space height in the wing is possible with increasing sweep while maintaining the same flight characteristics, namely a constant profile cross-section in the direction of flight.

[0026] Alternatively, the wings can also be perpendicular to the longitudinal axis in flight, meaning the wing axes coincide and form an angle of 90° with the longitudinal axis (see the possible angle ranges above). This achieves a maximum aspect ratio, or wingspan, of the aircraft for a given wing length.

[0027] In a preferred embodiment, the aircraft contains an activation device that can be operated or driven from outside the aircraft. The activation device serves as a folding device. When actuated or operated, it is designed to move the wings from the packed state to the flight state, i.e., to unfold them and thus activate the aircraft's final readiness for flight. The activation device is therefore designed to be powerless or passive with respect to the aircraft. To actuate the activation device, energy is supplied from outside the aircraft, e.g., from a carrier deploying the aircraft. Thus, no drive or similar device needs to be provided in the aircraft to move the wings into the flight state, which makes the aircraft simple and lightweight and thus increases its range.

[0028] In a preferred variant of this embodiment, the activation device contains a traction device, in particular a traction cable, which leads away from the aircraft in the direction of flight, at least during operation of the activation device. In particular, the traction device is designed to be detachable from the rest of the activation device. "In the direction of flight" is to be understood as "forward-directed," so that at least one directional component points in the direction of flight, i.e., the traction device at least does not lead transversely away from the aircraft. Such a direction of the traction device allows for towing of the aircraft in the air, e.g., towing by a carrier. The activation device is designed to transfer the tension to the folding mechanism and / or the wings when pulled (i.e., force is applied) in the direction of flight to the folding mechanism and / or the wings, in particular to redirect them purely mechanically, so that the wings are moved from the packed state to the flight state, or, in other words, unfolded.A corresponding device is particularly simple and - by utilizing the air resistance of the aircraft during operation - can be implemented without a power unit. In particular, the aircraft can be ejected in the packed state from a carrier, e.g. from the rear, in particular from a weapons bay or stowage compartment located in the rear area, in order to be towed through the air by means of a traction device. The traction device remains connected to the carrier for this purpose. During the towing process, the aircraft experiences air resistance relative to the carrier, which creates tension on the traction device. The tension on the traction device is then transmitted within the aircraft to the remaining activation device, e.g. a folding mechanism of the folding bearing and / or the wings, in order to move the wings from the packed state into the flight state.As soon as the flight condition is reached, the traction device can be released from the aircraft and thus from the remaining activation device and the aircraft can begin its own flight.

[0029] In a preferred embodiment, the aircraft is an autonomous aircraft, e.g., a "remote carrier," of a ("future") networked air combat system, e.g., an "FCAS" (Future Combat Air System). The aircraft is, in particular, a missile, a cruise missile, a drone, etc. Thanks to the solution proposed here, particularly powerful autonomous aircraft can be created as remote carriers, which exhibit comparatively good flight characteristics and ranges despite their compact size. This creates a particularly powerful networked air combat system (FCAS).

[0030] In a preferred embodiment, the aircraft is configured to be stowed or attachable in a receiving device, in particular a weapon bay and / or an external station and / or a cargo hold and / or a storage space of a carrier, when packed. In particular, known geometric and other requirements for the aircraft are met, which arise from the receiving device, e.g., the weapon bay and / or external station and / or cargo hold and / or storage space, for which the aircraft is intended. "Intended" here means that the aircraft is structurally matched to a specific or a specific type of receiving device, such as a weapon bay, external station, etc., and is intended for use there; e.g., it is designed for the geometric requirements, etc. determined thereby. In particular, this makes it possible to create carriers that have corresponding weapon bays, etc.and can be equipped with the aircraft proposed here.

[0031] The object of the invention is also achieved by a flight system according to claim 9 with an aircraft according to the invention. The flight system further comprises a carrier (in particular a land, air, or sea vehicle) with a receiving device, in particular a weapons bay and / or an external station and / or a cargo hold and / or stowage space, in or on which the aircraft is or can be stowed in the packed state. The aircraft can also be removed from the receiving device by the carrier.

[0032] The flight system and at least some of its embodiments as well as the respective advantages have already been explained in connection with the aircraft according to the invention.

[0033] The object of the invention is also achieved by a method according to claim 10 for deploying an aircraft having the features of claim 7 from a carrier, in this case a carrier aircraft. The method assumes that the aircraft is stowed in or on the carrier in a packed state, e.g., in the aforementioned receiving device, etc., and that the carrier aircraft is in flight and moving in a flight direction.

[0034] In the method, the aircraft is first detached from the carrier, with the traction device being held on the carrier, in particular being attached to it with an end facing away from the aircraft. Due to the air resistance to which the ejected or set down aircraft is now exposed while hanging on the traction device, the aircraft now goes into a towed state, i.e. is towed through the air by the carrier. In particular, it is possible to increase the distance of the aircraft from the carrier by lengthening the traction device, e.g. by releasing a traction cable from the carrier, e.g. until a stable towed state is reached. The aircraft is slowed down by its air resistance, which is why a tensile force is generated on the traction device.

[0035] The wings of the aircraft towed by the traction device are then unfolded from the packed position into the flight position by the pull on the traction device caused by the aircraft's aerodynamic drag, as explained above. The tensile force acting on the aircraft by the traction device is thus redirected or used within the aircraft or the (remaining) activation device or a folding device to generate a force and / or torque that moves the wings from the packed position into the flight position. If necessary, an optional locking device on the aircraft must be released for this purpose. This lock holds the wings in the packed position until a transition to the flight position is desired.

[0036] Finally, the traction device is released from or retracted from the aircraft. Specifically, the traction device is dropped from the aircraft and / or the carrier and / or retracted from the carrier. While the traction device could also remain on the aircraft and, in particular, be retracted from it, this would be undesirable as it would add unnecessary ballast. However, for peacetime operations, retracting the traction device is preferable.

[0037] The solution proposed here is based on the following findings, observations, and considerations and also includes the following embodiments. These embodiments may also contain or correspond to parts or combinations of the above-mentioned embodiments and / or may also include previously unmentioned embodiments.

[0038] The solution proposed here is based on the following considerations: The objective is to develop an autonomous aircraft (remote carrier) for a (networked) air combat system, in particular an FCAS system. This should achieve long ranges while simultaneously enabling flexible transport with a carrier, in particular a sixth-generation multi-role combat aircraft belonging to the (future) air combat system or FCAS, or other combat aircraft or transport aircraft. This results in special requirements due to the available space in the mounting device, e.g., in the weapons bay, external station, and cargo hold of carrier aircraft.

[0039] Previous aircraft (AF) or missiles (MV) are built in a classic fuselage-and-wing configuration, such as the aforementioned "Taurus KEPD-350" or "BGM-109 Tomahawk." They either have very small rudders and fins and largely use the fuselage as a lifting body. To achieve longer ranges, conventional folding or scissor wings are used, which are fully or partially retracted into the fuselage in the pack configuration.

[0040] The solution proposed here is based, among other things, on the following idea: Instead of accommodating the payload (sensors, warhead) and propellant in a single fuselage section, the wings are used as a supporting structure or as installation space. This is particularly advantageous for accommodating a SAR (synthetic aperture radar), for example, with the scanning direction being the same as the direction of flight.

[0041] Another idea of ​​the solution proposed here is the following: By eliminating the fuselage, a folding, pivoting, or other mechanism for folding, pivoting, etc., the wings can be designed to maximize the wing aspect ratio. Sweeping the wings allows for the choice of a relatively thick wing profile, since the profile thickness is thinner in the aerodynamic section (in the direction of flight) than in a section perpendicular to the direction of the wings' span (wing axis).

[0042] The solution proposed here is also based on the following insight: To achieve long range, the greatest possible wing aspect ratio and low structural mass are advantageous. A fuselage-less design not only keeps the structural weight low, but also minimizes the non-aerodynamic aircraft components. Furthermore, the surface area is minimized, resulting in lower drag. In the fuselage-less configuration, the wing pivot point (folding bearing / folding mechanism) can be positioned very far forward (when folded), as folding minimizes longitudinal extension. In a conventional fuselage-wing configuration, usually only about half the aircraft / aircraft is available as wing length, as it must be ensured that the aerodynamic center of pressure remains behind the center of gravity.

[0043] The space saved by this configuration is particularly important when temporarily storing the aircraft for transport purposes in a transport aircraft (carrier) with internal weapon bays where only limited storage space is available.

[0044] Equally advantageous is the convenient deployment from the rear section of a transport aircraft (carrier). For example, the aircraft can be pulled behind the transport aircraft in a folded state (packed state) on a wire rope (traction device), and is then deployed only due to aerodynamic drag and a corresponding mechanism (activation device). A "rigid" aircraft, i.e., one with non-folding wings, could only be efficiently stowed perpendicular to the direction of flight in the cargo hold of a transport aircraft, making detachment from the transport aircraft very difficult. Stabilizing an aircraft ejected in this way would be difficult, if not impossible.

[0045] Further features, effects, and advantages of the invention will become apparent from the following description of a preferred embodiment of the invention and from the accompanying figures. Each of these figures shows a schematic diagram: Figure 1 shows a) a top view and b) a rear view of an aircraft according to an embodiment of the invention in the packed state, as well as c) a top view of the aircraft in the flight state and d) sections through the wings of the aircraft in different directions, Figure 2 shows a comparison between a) an aircraft according to an embodiment of the invention and b) an aircraft according to the prior art in the packed state, Figure 3 shows a comparison according to Figure 2 in flight condition, Figure 4the aircraft from Figure 1cwith radar sensor, Figure 5 the deployment of an aircraft from a transport aircraft a) in the packed state in side view and b) top view and c) during transition to the flight state.

[0046] Figure 1shows an aircraft 2 which has a longitudinal axis 4 which, during operation, i.e. when the aircraft 2 is in flight, corresponds to its roll axis and its direction of flight F (indicated by an arrow). The aircraft 2 contains two wings 6a, b which extend along a respective wing axis 8a, b. The aircraft 2 also contains a folding bearing 10, here in the form of a connecting piece 12 for the two wings 6a, b, through which the longitudinal axis 4 passes. The two wings 6a, b have a respective bearing end 14a, b in the direction of the wing axis 8a, b and are each foldably mounted there on the folding bearing 10. In the example, the folding movement consists of a pure rotational movement about a respective rotational axis 16a, b, which here runs perpendicular to the longitudinal axis 4 and wing axis 8a, b and parallel to a yaw axis of the aircraft 2.A propulsion device 11 of the aircraft 2, here a jet engine, is attached to the folding bearing 10 and here to the underside of the aircraft 2.

[0047] Figure 1a (Top view of aircraft 2 in the direction of the yaw axis) and Figure 1b (Rear view in the direction of arrow 1b of aircraft 2 in flight direction F) show the packing state ZP of aircraft 2, in which the wing axes 8a, b are aligned along the longitudinal axis 4, here parallel to the longitudinal axis 4. The folding bearing 10 is arranged at the nose 18 of aircraft 2. In the example, the folding bearing 10 is not spaced from the nose 18, but the folding bearing 10 and the bearing ends 14a, b form the nose 18 of aircraft 2.

[0048] Figure 1cshows the flight condition ZF of aircraft 2. In contrast to the packed condition ZP, the wings 6a, b are unfolded in the direction of the arrows 19a, b thanks to the folding bearing 10, here rotated about the rotation axes 16a, b. The wing axes 8a, b now run obliquely to the longitudinal axis 4 and enclose an acute angle W with it, which in the illustrated example is 60°.

[0049] For its control, the aircraft 2 has control surfaces 20a, b on the wings 6a, b, which are not explained in detail.

[0050] The Figures 1a and 1c It can be seen how the center of gravity PS shifts towards the bow 18 during the transition from the packing position ZP to the flight position ZF. In the flight position ZF, the aerodynamic pressure center PD lies behind the center of gravity PS as seen in the flight direction F.

[0051] Figure 1dshows two sections through the (identical or symmetrical) wings 6a, b. Section AA runs transversely or perpendicularly to the wing axis 8a, b, section BB runs parallel to the longitudinal axis 4 in flight condition ZF and thus forms the effective aerodynamic cross section in flight of the aircraft 2. Here you can see how the sweep of the wings 6a, b makes it possible to choose a relatively thick wing profile (height H), and yet in the aerodynamic section BB the profile thickness is smaller because the effective profile is longer than the cross section AA. The height H provides sufficient space within the wings 6a, b for the payload 22, which is only indicated here.In the example, the payload 22 includes sensors, a warhead, a control device for operating the control surfaces 20a, b and the propulsion device 11, as well as a communication device for communicating with, for example, a combat aircraft or a carrier from which the aircraft 2 was deployed. The aircraft 2 can be designed as an autonomous aircraft (A / C) and, in particular, as a component of a networked air combat system.

[0052] Given the geometry of the aircraft 2, here the approximately rectangular folding support 10 in plan view, as well as the approximately rectangular wings 6a, b in plan view, and the given folding kinetics, here the pure rotation around the rotation axes 16a, b, the parallel arrangement of the wing axes 8a, b to the longitudinal axis 4 in the packed state leads to the smallest possible transverse extension Q (in any direction transverse to the longitudinal axis 4). In other words, any other angle of rotation of the wings 6a, b around the rotation axes 16a, b would lead to a larger transverse extension Q.

[0053] Figure 2a shows again according to Figure 1a the aircraft 2 designed according to an embodiment of the invention in the packed state ZP. For comparison, Figure 2ba conventional or conventional aircraft according to the prior art, in which a corresponding folding bearing 10 is not arranged on the nose 18, but along the longitudinal axis 4 approximately centrally in the aircraft 2. This shows a conventional folding wing construction. For the same overall length LG, the wing length LF of an aircraft according to the prior art is therefore significantly shorter than the wing length according to the aircraft 2 designed according to an embodiment of the invention, namely only approximately 2 / 3 as long. According to the design according to the invention, the overall length LG and wing length LF are the same, or to put it another way: the overall length LG is determined by the wing length when the wings are folded.In contrast to an inventive design of the aircraft 2, which is designed without a fuselage, except for the propulsion device 11 that may be present, the aircraft according to the prior art has a fuselage 24 in which the payload is accommodated. The wings 6a, b of the aircraft according to the prior art do not carry any payload.

[0054] Figure 3 shows according to Figure 2 the comparison between the aircraft 2 according to an embodiment of the invention and that according to the prior art, but now in flight condition ZF. In Figure 3a For clarity, the movement of the center of gravity PS of aircraft 2 between the packing state ZP and the flight state ZF is shown again. Figure 3 In particular, as with the same sweep and the same overall length LG of the aircraft 2 in the packing condition ZP (see Figure 2), a significantly greater wing aspect ratio, i.e. span or width B of the aircraft 2 according to an embodiment of the invention in flight condition ZF is achieved than in comparison to the aircraft according to the prior art.

[0055] Figure 4 explicitly shows the integration of payload 22 in the form of a radar device 26 into the two wings 6a, b. The radar device 26 contains, in particular, two sensors, here one radar sensor (SAR) in each of the wings 6a, b. In the example, a scanning area 28 of the sensors 26 is aligned in the flight direction F of the aircraft 2. Thus, an example of sensor integration is shown.

[0056] Figure 5cshows an embodiment of the invention in which the aircraft 2 contains an activation device 30. When actuated, this device serves to move the aircraft 2 or its wings 6a, b from the packed state ZP into the flight state ZF. The activation device 30 contains a traction means 32, here a traction cable or tow cable, which leads away from the aircraft 2 in the direction of flight or to a carrier 42 (see Figure 5a, b) is carried out. The (remaining, without the traction means 32) activation device 30 is, thanks to a mechanism with a linear guide 34 and a clamping mechanism, capable of redirecting a pull on its traction means 32 in the flight direction F onto the wings 6a, b in order to bring them into the flight state ZF. Without explaining this in detail, the traction means 32 acts on a pivot point 36 guided in the linear guide 34 and thereby drives two pivot rods 38 which are fastened between the pivot point 36 and a pivot point on the wings 6a, b.

[0057] The Figure 5a, b show in side view and top view how the aircraft 2 from Fig. 5cfrom a merely indicated receiving device 40 of a carrier 42 into the open airspace. The carrier 42 here is a transport aircraft, the receiving device 40 its cargo hold, in which the aircraft 2 is transported in the packed state. After opening a loading hatch (not shown in detail), the aircraft 2 is ejected from the cargo hold against the direction of flight F, while still being held on the carrier 42 by the traction means 32 in the form of the tow rope. Due to the air resistance or a resistance force that the aircraft 2 experiences against the direction of flight F in the illustrated towed state, tension is generated on the traction means 32 in the direction of flight F. This is because the traction means 32 is held by the carrier with a holding force. According to Figure 5cThe aircraft 2 is transferred from the packed state ZP to the flight state ZF by the pull or the pulling force, as described above, by unfolding the wings 6a, b thanks to the activation device 30. After the transition to the flight state ZF has taken place, the traction device 32 is released from the aircraft 2, here from the pivot point 36, and, for example, retrieved or dropped from the carrier 42, so that the aircraft 2 can begin its actual deployment.

[0058] The aircraft 2 and the carrier 42 thus form a flight system 44. List of reference symbols

[0059] 2Aircraft 4Longitudinal axis 6a, bWing 8a, bWing axis 10Folding bearing 11Drive mechanism 12Connecting piece 14a, bBearing end 16a, bPivot axis 18Bow 19a, bSwitch 20a, bRudder surface 22Payload 24Fuselage 26Radar device 28Scan area 30Activation device 32Tension means 34Linear guide 36Pivot point 38Pivot rod 40Receiving device 42Carrier 44Flight system FDiflight direction ZPPacking state ZFflight state PSCenter of gravity PDaerodynamic pressure point WAngle HHeight LGOverall length LFWing length BWidth QTransverse extent

Claims

1. Aircraft (2) having a longitudinal axis (4), with two wings (6a, b) extending along a respective wing axis (8a, b), with a hinged bearing (10) arranged on the longitudinal axis (4), on which the wings (6a, b) are mounted in a hinged manner by way of a respective bearing end (14a, b), wherein, in a folded-in packed state (ZP), the wings (6a, b) are oriented with their wing axes (8a, b) along the longitudinal axis (4) and, in an extended flight state (ZF), are oriented with their wing axes (8a, b) at an angle or transversely with respect to the longitudinal axis (4), wherein the hinged bearing (10) is arranged at the nose (18) of the aircraft (2), wherein the aircraft (2) is designed to carry payload (22) inside or on the wings (6a, b), characterized in that the aircraft (2) is configured without a fuselage and consists substantially only of the wings and the hinged bearing, optionally as a connecting piece, and optionally also a drive device.

2. Aircraft (2) according to Claim 1, characterized in that the hinged bearing (10) is a connecting piece (12) for the wings (6a, b) which is passed through by the longitudinal axis (4).

3. Aircraft (2) according to Claim 2, characterized in that the aircraft (2) comprises a drive device (11) arranged on the connecting piece (12).

4. Aircraft (2) according to one of the preceding claims, characterized in that the payload (22) is a sensor system and / or a warhead and / or a control device and / or a communications device and / or a fuel.

5. Aircraft (2) according to one of the preceding claims, characterized in that a radar device is arranged in at least one of the wings (6a, b) as the payload (22).

6. Aircraft (2) according to one of the preceding claims, characterized in that the wings (6a, b) have a swept position in the flight state (ZF).

7. Aircraft (2) according to one of the preceding claims, characterized in that the aircraft (2) comprises a non-powered activation device (30) which is designed to move the wings (6a, b) from the packed state (ZP) into the flight state (ZF) when actuated, wherein energy can be supplied from outside the aircraft (2) for the actuation of the activation device (30).

8. Aircraft (2) according to Claim 7, characterized in that the activation device (30) comprises a traction mechanism (32) leading away from the aircraft (2) during operation in the direction of flight (F), and the activation device (30) is designed, in the case of a tensile load on its traction mechanism (32) in the direction of flight (F), to transfer the tensile load to the hinged bearing (10) and / or the wings (6a, b), in order to transfer them from the packed state (ZP) into the flight state (ZF).

9. Flight system (44), comprising an aircraft (2) according to one of the preceding claims and a carrier (42) with a receiving device (40), in or on which the aircraft (2) can be stowed in the packed state (ZP) and can be removed from it.

10. Method for deploying an aircraft (2) comprising the features of Claim 7 from a carrier (42) moving in a direction of flight (F), wherein the aircraft (2) is stowed in or on the carrier (42) in the packed state (ZP), in the case of which method: - the aircraft (2) is detached from the carrier (42), wherein the traction mechanism (32) is held on the carrier (42), - the aircraft (2) becomes towed due to the air resistance, - the wings (6a, b) of the aircraft (2) towed on the traction mechanism (32) are folded out from the packed state (ZP) into the flight state (ZF) by way of the tensile load on the traction mechanism (32) caused by the air resistance of the aircraft (2), - the traction mechanism (32) is released or gathered up by the aircraft (2).