AIRCRAFT

Description

[0001] The invention relates to an aircraft, in particular a drone, with a carrier body and at least two propulsion arrangements spaced apart from each other on the carrier body, which are designed to generate a propulsion thrust in a propulsion direction.

[0002] Such an aircraft is known from the prior art. For example, there are designs in which the lifting body forms the fuselage or at least a part of the fuselage, thus carrying a payload such as a camera and / or measuring sensors. On the other hand, there are also designs in which a separate fuselage is provided, which is attached to the lifting body.

[0003] DE 10 2013 021 884 A1 discloses an aircraft with an H-shaped support structure, wherein two support strut elements connected by a connecting strut are pivotable about the X-axis, and rotor blade assemblies at the ends of the support strut elements are pivotable about the Y-axis.

[0004] It is an object of the present invention to improve the aircraft with regard to its flight stabilization.

[0005] This problem is solved according to a first aspect of the present invention with an aircraft, in particular a drone, according to claim 1.

[0006] According to the invention, by mounting the propulsion assemblies on the support body independently of one another pivotally about a first pivot axis perpendicular to the propulsion direction, and by pivoting them independently about this first pivot axis using the first actuator, optimal balancing and thus reliable flight stabilization can be achieved in a particularly advantageous manner. The first pivot axis primarily serves as a pitch axis. Even though only one actuator is mentioned, it is designed to impart a pivoting movement to each of the propulsion assemblies independently of one another.Preferably, for at least one of the at least two spaced-apart propulsion arrangements on the support body, a separate drive forming a component of the first actuator is provided, which has at least two motors with gearboxes to achieve redundancy and eliminate backlash, as well as a brake that blocks the gearbox and is switched on, in particular, with electromagnets; of course, other drive solutions for the propulsion arrangements are also conceivable.

[0007] Preferred embodiments and further developments of the first aspect of the invention are specified in dependent claims 2 to 19.

[0008] Preferably, the relative orientation of the propulsion direction of the propulsion arrangements with respect to a virtual pivot plane spanned perpendicular to the first pivot axis remains constant in every pivot position of the propulsion arrangements. This means that an additional pivoting of the propulsion arrangements about a further pivot axis perpendicular to the first pivot axis is excluded, so that the propulsion arrangements can only be pivoted about the first pivot axis and thus, in this case, this pivoting movement constitutes the only pivoting movement of the propulsion arrangement.

[0009] Preferably, the propulsion arrangements are pivotably mounted on the support body about a first pivot axis which runs essentially perpendicular to the propulsion direction.

[0010] When the two previously mentioned preferred embodiments are combined, this results in the propulsion direction of the propulsion arrangements lying in the virtual pivot plane spanned perpendicular to the first pivot axis, or being oriented parallel to this virtual pivot plane in every pivot position of the propulsion arrangements.

[0011] Advantageously, the propulsion assemblies are pivotally mounted about a common first pivot axis. Thus, the first pivot axis of one propulsion assembly coincides with the first pivot axis of the other propulsion assembly, while the propulsion assemblies nevertheless remain independently pivotally mounted about the common first pivot axis.

[0012] Preferably, at least one propulsion arrangement has at least one propulsion drive configured to generate the propulsion thrust in the propulsion direction.

[0013] In a further preferred embodiment, at least one propulsion arrangement comprises a support element and two propulsion drives spaced apart from one another on the support element, wherein the support element is pivotably mounted about the first pivot axis at a point between the two propulsion drives. This support element is preferably designed as an arm. In a further development of this embodiment, the support element is mounted about the first pivot axis at a point that is substantially equidistant from the two propulsion drives, resulting in a substantially central mounting of the support element on the support body with respect to the propulsion drives.

[0014] In a further development of the aforementioned embodiment, the relative orientation of the propulsion direction of the propulsion drives with respect to the support element remains constant in every pivot position of the propulsion arrangements. This means that any additional individual pivoting of the propulsion drives with respect to the support element is impossible, so that the propulsion drives of a propulsion arrangement can only pivot about the first pivot axis, and thus, in this case, this pivoting movement constitutes the only pivoting movement of the propulsion arrangement and its propulsion drives.

[0015] Advantageously, at least one propulsion arrangement can have at least two propulsion drives whose propulsion directions are oriented parallel to each other.

[0016] Furthermore, at least one propulsion drive can be a rotor driven about a rotational axis, where the rotational axis defines the direction of propulsion. Alternatively or additionally, at least one propulsion drive can be a turbine. Other configurations of the propulsion drive are also conceivable in principle.

[0017] If a rotor rotatable about a rotational axis is used as the propulsion drive, the rotational axis can preferably be taken as the reference point by pivoting the support element about the first pivot axis at a point that is essentially equidistant from the rotational axes of the rotors.

[0018] Preferably, a first sensor device is provided and configured to detect the pivot position of the propulsion arrangements in space and / or relative to the support body, and a control device is provided and configured to use the signals from the first sensor device to control the first actuator so that the propulsion arrangements assume a specific pivot position in space and / or relative to the support body.

[0019] According to the invention, the aircraft not only has the aforementioned support structure, but is additionally provided with a separate fuselage body which is pivotably mounted on the support structure about a second pivot axis. This measure according to the invention allows, in particular, optimal balancing of the fuselage body to be achieved, which also contributes to the desired safe flight stabilization. The second pivot axis primarily functions as a roll axis.

[0020] Preferably, the fuselage body is pivotably mounted at a point on the support structure that is located at substantially the same distance from the two propulsion assemblies. Accordingly, the second pivot axis runs substantially midway between the two propulsion assemblies, and thus the fuselage body is mounted substantially midway on the support structure and therefore substantially midway between the two spaced-apart propulsion assemblies.

[0021] Preferably, the second pivot axis is angular, preferably substantially perpendicular, oriented relative to the propulsion direction of the propulsion arrangements.

[0022] In a further preferred embodiment, a second sensor device is provided and configured to detect the pivot position of the support body in space and / or relative to the fuselage body, and a control device is provided and configured to use the signals from the second sensor device to control the second actuator so that the support body assumes a specific pivot position in space and / or relative to the fuselage body.

[0023] In a further development of this embodiment, the control device is designed to control the second actuator in such a way that the body remains essentially in a predetermined fixed orientation; this further development is particularly advantageous if sensors are provided in the body that produce particularly accurate measurement results in the case that the body remains in a predetermined fixed orientation.

[0024] Preferably, a common control device may be provided which is designed to control the first and second actuators in such a way that the fuselage body remains essentially in a predetermined fixed orientation.

[0025] The fuselage body is designed to carry payload. The fuselage body has a first section extending from the first pivot axis in a first direction, designed to carry payload and in particular configured as a gondola, and a second section extending from the first pivot axis in a second direction oriented at an angle to the first direction, in particular opposite to it, and containing at least part of the actuator and an energy supply device for the actuators. Therefore, the first section can optionally be located in front of the first pivot axis and the second section behind the first pivot axis, or conversely, the first section behind the first pivot axis and the second section in front of the first pivot axis.

[0026] Furthermore, the fuselage can be shaped in such aerodynamically as to generate lift during flight.

[0027] Finally, according to either the first aspect of the invention or the second aspect of the invention, or a combination of the two aspects, the supporting body can be aerodynamically shaped in such a way that it generates lift during flight, and for this purpose, in particular, it can have the shape of a wing.

[0028] A preferred embodiment of the invention is explained in more detail below with reference to the accompanying drawings. These show: Fig. 1 a perspective top view of an aircraft according to a preferred embodiment with the rotor arms and the nacelle each in a neutral position relative to the yoke; Fig. 2 a side view of the aircraft of Fig. 1 with the rotor arms and the nacelle each in the neutral position relative to the yoke; Fig. 3 the side view of Fig. 2 , in which the rotor arm is pivoted from the neutral position relative to the yoke and the nacelle; Fig. 4 a front view of the aircraft of Fig. 1 with the rotor arms and the yoke each in a neutral position relative to the nacelle; Fig. 5 the front view of Fig. 4 , in which the yoke is pivoted relative to the gondola from the neutral position, and Fig. 6 shows an enlarged detail view of the assembly formed by the yoke and gondola schematically in longitudinal section according to a first preferred embodiment ( Fig. 6a ) and a second preferred embodiment ( Fig. 6b ).

[0029] The figures depict an aircraft according to a preferred embodiment, in particular a drone.

[0030] The aircraft has a support body 2, which is alternatively also referred to as a "center section" or "yoke," whereby the term "yoke" will be used below. In the illustrated embodiment, the yoke 2 consists of an elongated body, at each of whose two ends 2a an arm 4 is arranged. The arms 4 are pivotally mounted at the ends 2a of the yoke 2 about a first pivot axis 6, which runs in the longitudinal direction of the yoke 2. In the illustrated embodiment, the two arms 4 extend parallel to each other and perpendicular to the yoke 2.

[0031] A propulsion drive 8 is arranged at each end 4a of each arm 4. The arms 4 are therefore support arms for mounting the propulsion drives 8 at their ends 4a. In the illustrated embodiment, rotor drives 8 are used as propulsion drives, each having two superimposed rotor blades 8a, the rotation of which generates a propulsive thrust in the direction of arrow 8b. The two rotor blades 8a rotate about a common axis of rotation 8c, which thus extends in the propulsion direction 8b. Each propulsion drive 8 contains a motor (not specified) for the rotary drive of the rotor blades 8a.

[0032] How Fig. 1 As can further be seen, the arms 4 are mounted about the first pivot axis 6 in the middle between the propulsion drives 8 arranged at their ends 4a. Accordingly, in the illustrated embodiment, the transverse distance between the first pivot axis 6 and the rotation axis 8c of one propulsion drive 8 is essentially identical to the transverse distance to the rotation axis 8c of the opposite propulsion drive 8. In the illustrated embodiment, the two arms 4 have the same length, so that the distance between the rotation axes 8c is the same for each arm 4. Furthermore, the rotation axes 8c of the two propulsion units 8 of each arm 4 run parallel to each other and are oriented perpendicular to the longitudinal extent of the arm 4 and also perpendicular to the first pivot axis 6, which also applies equally to the propulsion direction 8b.A pivot about the first pivot axis 6 results in a pivoting movement of both the arm 4, acting like a double lever, and the rotation axes 8c along a virtual pivot plane (not shown in the figures) spanned at right angles to the first pivot axis 6. Because of the unchanging relative orientation of the propulsion directions 8b of the propulsion drives 8 with respect to the respective arm 4, the relative orientation of the propulsion directions 8b with respect to the arm 4, and thus also with respect to the aforementioned virtual pivot axis, remains constant in every pivot position of the arm 4.This means that an additional pivoting of the propulsion drives 8 with their propulsion direction 8b about a further pivoting axis running at an angle to the respective arm 4 and about a further pivoting axis running at an angle to the first pivoting axis 6 is excluded, so that the propulsion drives 8 can only be pivoted about the first pivoting axis 6 and thus this pivoting movement is the only pivoting movement of the propulsion drives 8.

[0033] This is particularly evident from a comparison of Fig. 2 with Fig. 3 to recognize that the said virtual pivot plane lies in the drawing plane of these two figures.

[0034] How Fig. 1 As can be further seen, the depicted aircraft additionally features a gondola 20, which is arranged on the yoke 2. The gondola 2 is pivotally mounted relative to the yoke 2 about a second pivot axis 22, which in the illustrated embodiment is oriented perpendicular to the first pivot axis 6. Furthermore, the second pivot axis 22 intersects the first pivot axis 6 at a point whose distance to one end 2a of the yoke 2, and thus to the arm 4 pivotally mounted thereon, is equal to the distance to the opposite end 2a of the yoke 2 and the other arm 4 pivotally mounted thereon, whereby the gondola 20 is pivotally mounted centrally on the yoke 2.

[0035] In the Fig. 1 , 2 and 4The aircraft is depicted in a state where the arms 4 and the gondola 20 are in an unrotated and therefore neutral position relative to the yoke 2. In this operating state, the first pivot axis 6 and the second pivot axis 22, as well as the arms 4, lie in a common virtual plane, as shown. Fig. 1 This can be seen even though this common virtual plane is not depicted.

[0036] In Fig. 3 The aircraft is depicted in an operational state in which the arm 4 shown there is extended around the (perpendicular to the drawing plane of Fig. 3 (oriented) first pivot axis 6 is pivoted from the neutral position at an angle to the yoke 2 and the second pivot axis 22.

[0037] In Fig. 5 The aircraft is depicted in an operational state in which the yoke 2 is rotated around the (perpendicular to the drawing plane of Fig. 5 (oriented) second pivot axis 22 is pivoted from the neutral position at an angle to the gondola 20.

[0038] The two arms 4 can be pivoted independently of each other about the first pivot axis 6, which primarily functions as a pitch axis. Thus, the two arms can assume differently inclined or even opposite pivot positions relative to the yoke 2 and the gondola 20. Likewise, the yoke 2 can be pivoted independently of the pivot movements of the arms 4 about the second pivot axis 22, which primarily functions as a roll axis.

[0039] For the independent adjustment of the two arms 4 about the first pivot axis 6 and the gondola 20 about the second pivot axis 22, as shown in the Figuren 6a As shown schematically in Figure b, separate actuators 10 and 24 are provided, each preferably electrically operated. For example, each actuator can have at least two motors with gearboxes to achieve redundancy and eliminate backlash, as well as a brake that blocks the gearbox and is preferably engaged by electromagnets. The actuators 10 and 24 are preferably arranged within the yoke 2.

[0040] In the Figuren 6a and bIn the schematically illustrated embodiments, the first actuators 10 for independently adjusting the two arms 4 each have a motor 10a, which, via a transmission 10b, for example a belt and / or gear transmission, drives a shaft 10c rotatably mounted about the first pivot axis 6 and which is rotationally fixed to the respective arm 4. Instead of the transmission 10b, a direct drive can also be provided, in which case the motor 10a directly drives the shaft 10c.

[0041] As the Figuren 1 As can be further seen in Figures 6a and 6b, in the illustrated embodiment the gondola 20 is divided into a front section 20a and a rear section 20b. These two sections 20a and 20b are rotationally fixed to each other via a central section 20c, which is designed as a cylinder whose central axis coincides with the second pivot axis 22. The yoke 2 is rotatably mounted around this cylindrical central section 20c. When using a fuel-based drive, the cylindrical central section 20c can be designed as a tank for liquid or gaseous fuels. In the illustrations in the Figuren 6a and bIn the schematically illustrated embodiments, the second actuator 24 for adjusting the yoke 2 relative to the gondola 20 also has a motor 24a, which, via a transmission 24b, for example a belt and / or gear transmission, imparts a rotary motion to the yoke 2 relative to the center section 20c of the gondola 20 about the second pivot axis 22. Instead of the transmission 24b, a direct drive can also be provided, whereby the motor 24a directly imparts a rotary motion to the yoke 2 relative to the center section 20c of the gondola 20. Furthermore, sensors 12, 26 are provided that detect the pivot position of the arms 4 in space and / or relative to the yoke 2 and the pivot position of the yoke 2 in space and / or relative to the gondola 20. In the [reference to the diagram] Fig. 6a In the illustrated embodiment, the sensors 12, 26 are arranged on the motors 10a and 24a of the actuators 10, 24 and detect the rotation of the motors 10a and 24a, respectively. Therefore, in this embodiment, the sensors 12, 26 are preferably designed as incremental encoders. Alternatively, it is also conceivable, for example, to arrange the sensors 12, 26 separately from the actuators 10a, 24a of the first and second actuators 10, 24, as shown schematically in Fig. 6b is depicted. In the one in Fig. 6b In the illustrated embodiment, the first sensor 12 is preferably provided for the direct detection of the rotational position of the shaft 10c and thus of the associated arm 4, whereby the detection of the rotational position can also take place without contact. The same applies to the second sensor 26, which essentially directly detects the relative pivot position of the yoke 2 with respect to the gondola 20, preferably in a contactless manner, and unlike the first sensor 12, is not arranged in the yoke 2, but in the first section 20a of the gondola 20. Alternatively, it is of course also conceivable to arrange the second sensor 26 within the yoke 2. It is also conceivable that at least some of the sensors 12, 26 are additionally or alternatively used for position or rotation detection.Position detection is provided in the form of a gyro sensor or is designed as a gyro sensor to determine the pivot position of the arms 4 relative to the yoke 2 and the pivot position of the yoke 2 relative to the gondola 20 with respect to a fixed reference variable such as the Earth's vertical and / or gravity. In particular, the following should deviate from the schematic illustrations of the... Fig. 6 Additional position or orientation sensors may be arranged in the arms 4 in addition to the sensors 12, or alternatively, the sensors 12 may be arranged as position or orientation sensors to determine their pivot position relative to the yoke 2 with respect to a fixed reference point such as the Earth's vertical and / or gravity. Of course, the sensors 12, 26 can also be positioned elsewhere compared to the exemplary illustrations. Figuren 6a and bThey must be located inside the aircraft, provided they are still able to detect the relative tilt position.

[0042] Furthermore, a control device 28 is provided which, using the output signals from the sensors, controls the first actuators 10 for the arms 4 such that the arms 4 assume a specific pivot position in space and / or relative to the yoke 2 about the first pivot axis 6, and controls the second actuator 24 for pivoting the yoke 2 relative to the gondola 20 such that the yoke 2 assumes a specific pivot position in space and / or relative to the gondola 20 about the second pivot axis 22. In the case of the Fig. 6a In the illustrated embodiment, the control device 28 is arranged inside the yoke 2, whereas in the Fig. 6b In the illustrated embodiment, the control unit 28 is arranged inside the gondola 20. An advantageous flight condition of the described aircraft consists in particular in the fact that the control unit 28 controls the actuators 10, 24 in such a way that the gondola 20 remains in a fixed orientation when the arms 4 and / or the yoke 2 are pivoted, as a comparison of the Fig. 3 and 5 with the Fig. 2 and 4 This can be seen.

[0043] For the power supply, a power generation unit 30 is provided in the illustrated embodiment, which, as in the Figuren 6a and b schematically depicted, it has an internal combustion engine 30a with an exhaust system 30b projecting from the rear section 20b of the gondola 20 and an electric generator 30c, which is driven by the internal combustion engine 30a to generate electricity.

[0044] The gondola 20 serves to carry payload, which in principle also includes the previously described power generation unit 30. In particular, the payload consists of sensors for the position-, orientation-, and dimensionally accurate recording and modeling of buildings, infrastructure, and / or other (natural) spatial structures. Such a payload is in the Figuren 6a and b for example, shown schematically in the front section 20a of gondola 20.

[0045] Finally, the gondola 20 can be aerodynamically shaped in such a way that it generates lift during flight. Likewise, the yoke 2 can be aerodynamically shaped in such a way that it generates lift during flight, for which purpose it can, in particular, have the shape of a wing.

Claims

1. A flying apparatus, in particular a drone, including - a supporting body (2), - at least two propulsion arrangements (4, 8) arranged at a distance from each other on the supporting body (2), which are designed to generate a propulsive thrust in a direction of propulsion (8b), - a fuselage body (20) mounted on the support structure (2) so as to be pivotable about a second pivot axis (22) and designed to accommodate a load (30, 32), and - a second actuator (24) designed to pivot the supporting body (2) relative to the fuselage body (20), - wherein the fuselage body (20) has a first section (20a), which extends in a first direction from a first pivot axis (6) for pivoting the propulsion arrangements (4, 8) on the supporting body, which is designed to accommodate a load (30) and which is in particular designed as a nacelle, and a second section, which extends from the first pivot axis (6) in a second direction oriented at an angle and in particular opposite to the first direction and which at least partially contains an energy supply device (30).

2. The flying apparatus according to claim 1, - wherein the propulsion arrangements (4, 8) are mounted on the supporting body (2) independently of one another so as to be respectively pivotable about a first pivot axis (6) that extends at an angle relative to the direction of propulsion (8b), and - a first actuator (10) is provided to pivot the propulsion arrangements (4, 8) independently of one another about the first pivot axis (6).

3. The flying apparatus according to claim 2, wherein the relative orientation of the direction of propulsion (8b) of the propulsion arrangements (4, 8) remains constant in relation to a virtual pivot plane stretching orthogonally to the first pivot axis (6) in each pivot position of the propulsion arrangements (4, 8).

4. The flying apparatus according to claim 2 or 3, wherein the propulsion arrangements (4, 8) are mounted on the supporting body (2) so as to be pivotable about a first pivot axis (6) extending essentially orthogonally to the direction of propulsion (8b).

5. The flying apparatus according to claims 3 and 4, wherein the direction of propulsion (8b) of the propulsion arrangements (4, 8) lies in the virtual pivot plane stretching orthogonally to the first pivot axis (6) or is oriented parallel to this virtual pivot plane in every pivot position of the propulsion arrangements (4, 8).

6. The flying apparatus according to at least one of claims 2 to 5, wherein the propulsion arrangements (4, 8) are mounted so as to be pivotable about a common first pivot axis (6).

7. The flying apparatus according to at least one of claims 2 to 6, wherein at least one propulsion arrangement (4, 8) includes at least one propulsion unit (8) designed to generate the propulsion in the direction of propulsion (8b).

8. The flying apparatus according to claim 7, wherein at least one propulsion arrangement (4, 8) includes a support element (4) and two propulsion units (8) arranged at a distance from each other on the support element (4), wherein the support element (4) is mounted so as to be pivotable about the first pivot axis (6) at a point between the two propulsion units (8).

9. The flying apparatus according to claim 8, wherein the support element (4) is mounted so as to be pivotable about the first pivot axis (6) at a point that is essentially equidistant from the two propulsion units (8).

10. The flying apparatus according to claim 8 or 9, wherein the relative orientation of the direction of propulsion (8b) of the propulsion units (8) in relation to the support element (4) remains constant in every pivot position of the propulsion arrangements (4, 8).

11. The flying apparatus according to at least one of claims 7 to 10, wherein at least one propulsion arrangement (4, 8) includes at least two propulsion units (8), wherein the directions of propulsion (8b) of the two propulsion units (8) are oriented parallel to each other.

12. The flying apparatus according to at least one of claims 2 to 11, including - a first sensor device (12) designed to detect the pivot position of the propulsion arrangements (4, 8) in space and / or relative to the supporting body (2), and - a control device (28) designed to control the first actuator (10) using the signals from the first sensor device (12) in such a manner that the propulsion arrangements (4, 8) assume a specific pivot position in space and / or relative to the supporting body (2).

13. The flying apparatus according to one of claims 2 to 12, wherein the second pivot axis (22) is oriented at an angle to the first pivot axis (6), preferably essentially orthogonally to the first pivot axis (6).

14. The flying apparatus according to one of the preceding claims, wherein the fuselage body (20) is pivotably mounted at a point on the supporting body (2) that is essentially equidistant from the two propulsion arrangements (4, 8).

15. The flying apparatus according to one of the preceding claims, wherein the second pivot axis (6) is oriented at an angle to the direction of propulsion (8b), preferably essentially orthogonally to the direction of propulsion (8b).

16. The flying apparatus according to one of the preceding claims, including - a second sensor device (26) designed to detect the pivot position of the supporting body (2) in space and / or relative to the fuselage body (20), and - a control device (28) designed to control the second actuator using the signals from the second sensor device in such a manner that the supporting body (2) assumes a specific pivot position in space and / or relative to the fuselage body (20).

17. The flying apparatus according to claim 16, wherein the control device (28) is designed to control the second actuator (24) in such a manner that the fuselage body (20) remains essentially in a predetermined, spatially fixed orientation.

18. The flying apparatus according to claims 12 and 17, wherein a common control device (28) is provided, which is designed to control the first and second actuators (10, 24) in such a manner that the fuselage body (20) remains essentially in a predetermined, spatially fixed orientation.

19. The flying apparatus according to one of the preceding claims, wherein the fuselage body (20) is aerodynamically shaped in such a manner that it generates lift in flight and / or the supporting body (2) is aerodynamically shaped in such a manner that it generates lift in flight, and in particular has the shape of a wing.