Method for erecting a take-off / landing arrangement having a plurality of rail modules, in particular for unmanned flying objects, and device for carrying out the method

Abstract

The present invention relates to a method for erecting a take-off / landing arrangement (101) having a plurality of rail modules (102, 103), for unmanned flying objects (100), wherein: a plurality of longitudinal rail modules (102), at least one transverse rail module (103), and at least one holding carriage (104) are provided; the plurality of longitudinal rail modules (102) are mechanically fastened to one another in order to form a longitudinal rail (102A) and the transverse rail modules (103) are mechanically fastened to one another in order to form a transverse rail (103A); the holding carriage (104) is designed and configured to at least temporarily mechanically interact with an unmanned flying object (100) to be held by the holding carriage; a land vehicle (106) is assigned a plurality of subsets of the plurality of longitudinal rail modules (102) in each case and the land vehicles (106) are arranged on a ground surface (U) at a distance from one another in a longitudinal direction (L) of a take-off / landing runway (107) to be formed from the longitudinal rail modules (102); the plurality of longitudinal rail modules (102) of the subsets of one of the land vehicles (106) are moved, so as to form one portion (108) of the take-off / landing runway (107) each, toward at least one adjacent land vehicle (106) with at least one longitudinal rail module (102) of the adjacent land vehicle (106) toward the adjacent land vehicle (106); at least one free end of a longitudinal rail module (102) of the land vehicle (106) is mechanically coupled to a free end of a longitudinal rail module (102) of the adjacent land vehicle (106); the continuous take-off / landing runway (107) of the take-off / landing arrangement (101) is formed from the longitudinal rail modules (102), said take-off / landing runway extending in the longitudinal direction (L). The present invention also relates to a device for carrying out the method. (FIG. 6)

Description

[0001] Description

[0002] Method for erecting a take-off / landing arrangement comprising a plurality of rail modules, in particular for unmanned aerial vehicles, and device for carrying out the method

[0003] The present invention relates to a method for erecting a take-off / landing arrangement comprising a plurality of rail modules, in particular for unmanned aerial vehicles, according to the preamble of claim 1. The present invention further relates to a device for carrying out the method according to the preamble of claim 13.

[0004] Currently, unmanned aerial systems (UASs) are typically abandoned after launch and mission completion, or landed using safety nets, parachutes with cushioning pads, or similar devices. Smaller vehicles are launched manually, while others are often launched by catapult. This approach frequently leads to severe damage or loss of the flight systems.

[0005] Known methods for the use of unmanned aerial vehicles include catapult launches from launchers, with the disadvantage of very short launch distances and very high acceleration forces.

[0006] A manually deployable ground landing system is also known, which can only be installed and operated on flat terrain and is designed only for flight systems with low masses, e.g., up to 25 kg. Such landing systems are typically installed on a selected area that has particularly high flatness requirements and must be horizontal within very narrow limits.

[0007] Another well-known alternative, outlined above, is to catch missiles on approach using safety nets or to land them over a planned landing area by parachute. Another practice, especially with less expensive missiles, is to lose the aircraft after mission completion.

[0008] The existing concepts for ground-based take-off and landing systems require high personnel expenditure for assembly and disassembly and are also not suitable for installation in difficult terrain.

[0009] The object of the present invention lies in the need to transport a longer take-off and landing system quickly, even in difficult terrain, to set it up quickly with little personnel and to operate it reliably.

[0010] In order to launch and / or land particularly expensive and heavy flight systems reusable and without damage in the future, the invention aims to develop a ground-based landing system concept that is portable and variable in length. This concept takes into account the constraints of deployment in difficult terrain and minimizes personnel deployment through automation.

[0011] The invention is intended to enable unmanned aerial systems, even those with larger aircraft masses and higher takeoff and landing speeds, to take off and / or land safely from various infrastructure-independent positions. The system should also be capable of being set up and operated in difficult terrain.

[0012] These objects are achieved by a method having the features of claim 1. With regard to a suitable device for carrying out the method, the objects are achieved by a device for carrying out the method having the features of claim 13.

[0013] In a method according to the invention for erecting a take-off / landing arrangement for unmanned aerial vehicles, in particular drones or the like, comprising a plurality of rail modules, a plurality of longitudinal rail modules, at least one transverse rail module, and at least one receiving carriage are provided, wherein the plurality of longitudinal rail modules are mechanically fixed to one another to form a longitudinal rail and, in the case that several transverse rail modules are present, the transverse rail modules are mechanically fixed to one another to form a transverse rail, and wherein the receiving carriage is set up and designed to interact mechanically at least temporarily with an unmanned aerial vehicle to be received therewith, wherein at least a plurality of subsets of the plurality of longitudinal rail modules are each assigned to a land transport means,and a) the land transport means are arranged spaced apart from one another on a base (U) along a longitudinal direction (L) of a runway to be formed from the longitudinal rail modules; b) the plurality of longitudinal rail modules of the subsets of one of the land transport means, each forming a partial section of the runway, is moved towards at least one adjacent land transport means for mechanical coupling with at least one longitudinal rail module of the adjacent land transport means, c) at least one free end of a longitudinal rail module of the land transport means is mechanically coupled to a free end of a longitudinal rail module of the adjacent land transport means, d) wherein by repeating steps b) and c), the continuous,A runway extending along the longitudinal direction (L) is formed. The method according to the invention makes it possible to create a takeoff / landing arrangement in a simple, efficient, and cost-effective manner, which can be constructed with minimal personnel even in impassable, undulating, and / or otherwise topographically irregular terrain.

[0014] In particular, the use of the land transport means as a support means for the take-off / landing arrangement to be erected is particularly advantageous, since the take-off / landing arrangement remains connected to the land transport means even when erected and can therefore be stowed back on the land transport means quickly and with little effort.

[0015] Furthermore, by assigning a plurality of longitudinal rail modules to each land transport means, the land transport means can be positioned relatively far apart as support elements, and each land transport means can transport a significant portion of the take-off / landing arrangement to be constructed. This makes it possible to create a take-off / landing arrangement that provides a sufficient runway length along a longitudinal direction, even for larger and especially heavy aircraft.

[0016] Another advantage is that each land transport vehicle can independently create a section of the takeoff / landing arrangement with the longitudinal rail modules stored or stowed on it. By appropriately relocating individual longitudinal rail modules toward a neighboring land transport vehicle, a connection can be created between two adjacent land transport vehicles, thus forming a continuous runway for the takeoff / landing arrangement. Appropriate motor drives can be easily integrated into the land transport vehicles.

[0017] According to one embodiment of the method according to the invention, the longitudinal rail modules of a subset of at least one of the land transport means are provided in a stowed position on the land transport means, in which they are coupled to one another in an articulated manner so as to be pivotable about a transverse axis (QA) transverse to the longitudinal direction (LLSM) of the longitudinal rail modules.

[0018] With this design, it is possible to transfer a section of the take-off / landing arrangement, which is stowed on one of the land transport vehicles, into a stretched position by simply folding or pivoting it around the transverse axis (QA).

[0019] Alternatively or in addition to the foldable stowage of the longitudinal rail modules described above, the longitudinal rail modules of a subset of at least one of the land transport means can be provided in a stowage position on the land transport means in which they are stacked and arranged to be displaceable relative to one another along the longitudinal direction (LLSM).

[0020] Such a longitudinally movable arrangement of the longitudinal rail modules relative to one another allows for the use of only a small amount of vertical space during the entire assembly and disassembly of the take-off / landing assembly. This reduces the visibility and / or detectability of activities related to the assembly and / or disassembly of a take-off / landing assembly according to the invention. For example, the take-off / landing assembly can be erected in a visually "crouching" manner, possibly behind a ridge or a forest, invisible to one or more observers.

[0021] It is particularly advantageous that the take-off / landing arrangement, in the erected state, is supported on the ground (U) by at least one of the land transport means.

[0022] This measure ensures, on the one hand, extensive support of the takeoff / landing assembly on a subsurface, resulting in low ground pressure. This allows the takeoff / landing assembly to be reliably erected even on relatively soft ground. Furthermore, while the takeoff / landing assembly is in its erected state, the space required to accommodate unused land transport vehicles is reduced, as these vehicles share at least some of the space required with the erected takeoff / landing assembly. Furthermore, such a land transport vehicle can be used as a stable anchoring platform, which is always connected to the takeoff / landing assembly.

[0023] It may also be appropriate for a section of the runway that cantilevers between two adjacent land transport vehicles to be supported on the ground (U) by means of support devices.

[0024] Such additional support structures ensure stable support of the runway in an intermediate area between two adjacent land transport vehicles. In particular, stable support of potential coupling points between two adjacent longitudinal rail modules is particularly provided when the coupling points are located between two land transport vehicles.

[0025] In order to adapt to uneven terrain or to adapt to existing terrain topographies, it can be particularly advantageous for a longitudinal axis (LLTM) of a land transport means (106, 106') to be aligned in a plan view at an angle of 45° < a < 315° to the longitudinal direction (L) of the take-off / landing runway (107), or for at least one longitudinal axis (LLTM) of a land transport means to be arranged in a plan view enclosing an angle of 0° < a < 90°, preferably of 45° < a < 90°, with respect to the take-off / landing runway.

[0026] To implement such an arrangement, a bogie or turntable between the land transport means and a stack of longitudinal rail modules can be used.

[0027] In addition to the aforementioned possible adaptation to different terrain topographies, it is particularly advantageous to arrange the land transport vehicle transversely, i.e., at a relatively large angle of 70°< a < 90°, to the longitudinal direction L of the takeoff / landing arrangement, preferably at an angle of -45°< a < +45° perpendicular to the longitudinal direction L, in order to keep any interfering contours, such as a driver's cab or other superstructures of the land transport vehicle, away from the space required for takeoffs and landings. In particular, this also makes it possible to keep the height of the takeoff / landing arrangement above the ground U low.

[0028] It is also expedient that, in order to form a level runway with respect to an uneven surface (U), a height difference (DH) between the runway and at least one, preferably each, means of land transport acting as a support is individually established.

[0029] This makes it possible to compensate for multiple land transport vehicles that may not be located on the same plane. This also facilitates the variability of the use of the takeoff / landing arrangement according to the invention on uneven ground.

[0030] In order to compensate for angles of articulation between a means of land transport and the plane of the runway, it is particularly expedient that an angle ß between a loading plane (LL) of one of the means of land transport and the longitudinal direction (L) of the runway is set individually for each means of land transport in order to form a level runway with respect to an uneven surface (U).

[0031] This allows, for example, a tilt of the land vehicle due to uneven ground to be compensated for without the land transport vehicle having to relinquish its support function for the runway. In terms of design, this can be achieved, for example, by a ball-joint or cardan-type connection of one of the longitudinal rail modules to a land transport vehicle, such as by means of a correspondingly articulated turntable or bogie.

[0032] In particular, for the pre-selection of a suitable terrain section for erecting the take-off / landing arrangement according to the invention, it may be expedient for a runway level (LE) to be determined as a function of a subsurface contour along the longitudinal direction (L) and for the runway level (LE) to be aligned with respect to the subsurface (U) in such a way that a permissible minimum height distance (ÜHmin) between a land transport means and the runway level (LE) of the take-off / landing runway or the subsurface (U) and the runway level (LE) of the take-off / landing runway is not undercut.

[0033] This step also serves to determine whether the take-off / landing arrangement according to the invention can be reasonably erected on a specific surface U.

[0034] In addition to the above information, it is also appropriate that a runway level (LE) is determined depending on a ground contour along the longitudinal direction (L) and that the runway level (LE) is aligned with respect to the ground (U) in such a way that a permissible maximum height distance (ÜHmax) between a means of land transport and the runway level (LE) of the take-off / landing runway or the ground (U) and the runway level (LE) of the take-off / landing runway is not exceeded.

[0035] To ensure the mobility of the longitudinal rail modules relative to corresponding land transport means in the direction of the vertical axis Z between the limits of the above-mentioned maximum height distance (ÜHmax) and the permissible minimum height distance (ÜHmin), mechanical lifting devices or hydraulic lifting devices, for example, can be provided. These lifting devices are conveniently arranged between the turntable and the land transport means, so that the height distance between a turntable and the associated land transport means can be variably adjusted.

[0036] One possible configuration for such a hydraulically based lifting device could be an arrangement of three or more hydraulic cylinders, each of which is attached to the land transport means with its vertical lower end and connected to the turntable with its vertical upper end, so that the turntable is supported by the hydraulic cylinders in the manner of a tripod or multiple legs. By appropriately controlling the hydraulic cylinders, which, for example, have a maximum stroke of 500 mm to 750 mm, both the inclination of the turntable to spatial levels and the height of the turntable, which supports the subset of longitudinal rail modules on the top side, can be adjusted and fixed relative to the land transport means within the adjustment range of the hydraulic cylinders.This allows both angular misalignments and height misalignments to be compensated, so that it is possible to construct a runway that is level, or at least level within acceptable tolerances, even across three or more supporting land transport vehicles.

[0037] This also makes it possible to distinguish between an underground area suitable for setting up the takeoff / landing arrangement and a less suitable one. Furthermore, the last two measures of maintaining a minimum distance and a maximum distance can be used to ensure appropriate positioning of the land transport vehicles along the longitudinal axis L.

[0038] In order for a missile to take off and / or land in a neutral position around its roll axis, it is advisable for the runway to be aligned horizontally with respect to a transverse direction (Q).

[0039] To enable an uphill / downhill takeoff or an uphill / downhill landing of the missile or a takeoff or landing around a neutral position of the missile with respect to its pitch axis, it is advantageous that the takeoff / landing runway is aligned horizontally with respect to the longitudinal direction (L) or encloses an angle y of maximum + / - 15°, preferably an angle y of maximum + / - 10°, particularly preferably an angle y of maximum + / - 5°, with a horizontal H.

[0040] With regard to the device-related tasks, the invention provides a device, wherein the device has at least a plurality of track rail modules for forming the take-off / landing arrangement, wherein the plurality of track rail modules has at least a plurality of longitudinal rail modules and at least one transverse rail module, and the device also has at least one receiving carriage which is set up and designed to interact with an unmanned aerial vehicle to be picked up, at least temporarily mechanically fixing the latter with respect to the receiving carriage, wherein subsets of the plurality of longitudinal rail modules are each assigned to a land transport means and are arranged so as to be movable with respect to the land transport means towards an adjacent land transport means.

[0041] With such a device configuration, the method according to the invention can be carried out in a simple, labor-saving, and cost-effective manner. Furthermore, the device according to the invention can be used to easily adjust the longitudinal extension of the runway along the longitudinal direction L as needed by providing fewer or more land transport means that have a subset of the longitudinal rail modules, and / or to limit the maximum length of the runway by providing a specific number of land transport means.

[0042] It is particularly expedient that the longitudinal rail modules of at least one of the subsets assigned to a land transport means are connected to one another in a foldable and movable manner about a transverse axis (QA).

[0043] This design makes it possible to realize a kinematic, particularly easy-to-implement swivel-Z-folding movement of the longitudinal rail modules relative to each other.

[0044] In addition to or as an alternative to the above embodiment, it may also be expedient for the longitudinal rail modules of at least one subset assigned to a land transport means to be longitudinally displaceable relative to one another and to be connectable to one another by means of a relative movement in a vertical direction. With this embodiment, the relative movement of two longitudinal rail modules to one another, which is required to achieve a coupling of two longitudinal rail modules, is more complicated than with the folding solution mentioned above. However, a translational displacement solution can contribute significantly to enabling the take-off / landing arrangement to be erected close to the ground without the erection of such a take-off / landing arrangement being visible from afar due to towering, unfolding longitudinal rail modules. This enables a better camouflaged, "crouching" and thus more inconspicuous assembly.

[0045] In order to increase the speed of erection and / or dismantling and to simplify the erection and / or dismantling, it is expedient for at least those longitudinal rail modules which are not directly supported by the land transport means when the runway is in its erected state to have support devices which are designed to be foldable and / or extendable.

[0046] To simplify the movement sequence of two longitudinal rail modules relative to each other during erection, it is advantageous that the longitudinal rail modules are longitudinally displaceable relative to each other along a predetermined path, preferably by up to + / - 20 cm, particularly preferably by up to + / - 10 cm, and horizontally displaceable relative to each other.

[0047] For this purpose, particularly suitable are link guides which ensure a mechanically forced movement of two longitudinal rail modules relative to each other in such a way that at the end of the movement sequence, free ends of two adjacent longitudinal rail modules can be coupled together easily, in particular automatically.

[0048] To facilitate erection, particularly for setting up the takeoff / landing arrangement with reduced personnel requirements, it is particularly advantageous that the longitudinal rail modules stowed on one of the land transport vehicles can be motor-driven relative to one another, in particular, folded or shifted, to form a section of the runway. This makes it possible to create independent, self-sufficient subsystems consisting of a land transport vehicle and the subset of longitudinal rail modules stowed on it.

[0049] In particular, in order to combine functions with regard to the land transport means and also with regard to a space-saving construction option for the take-off / landing arrangement according to the invention, it is expedient that, in the erected state of the take-off / landing runway, one of the longitudinal rail modules which is assigned to the land transport means is supported by the land transport means relative to the ground (U).

[0050] With this design measure, the same advantages can be achieved as those already explained above in connection with the process.

[0051] For the ball-joint-like and / or cardanic articulated connection of the longitudinal rail modules or one of the longitudinal rail modules from a subset of the longitudinal rail modules with respect to the means of land transport, it is recommended that the longitudinal rail module supported by the means of land transport is connected to the means of land transport so that it can be rotated or pivoted about a vertical axis (Z) relative to the means of land transport and / or that the longitudinal rail module supported by the means of land transport is connected to the means of land transport so that it can be pivoted about at least two different spatial axes (X; Y) orthogonal to the vertical axis (Z).

[0052] To facilitate transport, the means of land transport is preferably a motorised land transport means or a non-motorised trailer for a tractor.

[0053] If the subset of longitudinal rail modules assigned to the land transport means comprises an odd number of longitudinal rail modules, in particular three or five longitudinal rail modules, one of the longitudinal rail modules can easily be a central longitudinal rail module, to each of whose two free ends an adjacent longitudinal rail module is attached. This particularly serves to ensure a symmetrical and thus balanced construction of runway sections, which facilitates the coupling of such sections to one another.

[0054] The invention is explained in more detail below using the drawings as examples. They show:

[0055] Figure 1A to Figure IC: schematically show an outline of an unmanned flying object (Figure 1A), schematically show a side view of a take-off / landing arrangement according to the invention (Figure 1B) and, in a schematic side view, a land transport means with a stowed subset of longitudinal rail modules;

[0056] Figure 2: schematically shows a flow chart of a landing procedure of an unmanned aerial vehicle on a take-off / landing arrangement;

[0057] Figure 3: an isometric view of a section of the take-off / landing arrangement according to the invention in an assembled arrangement with an unmanned aerial vehicle ready for take-off;

[0058] Figure 4: a section of a constructed runway supported by a land transport means and the section of the runway in a stowed arrangement on the land transport means;

[0059] Figure 5: a perspective view of a section of the starting

[0060] / Runway, supported on two adjacent land transport means with land transport means arranged interlaced on the ground (U);

[0061] Figure 6: the section of the runway in a direction opposite to that shown in Figure 5; Figures 7A to 7E: a subset of a plurality of landing rail modules arranged on a land transport means in a stowed and partially deployed position;

[0062] Figures 8A to 8E: different embodiments of different laying / construction principles for constructing the runway.

[0063] Figure 1A shows a silhouette of an unmanned aerial vehicle 100, for example, a drone, in a side view. Such drones do not have a wheeled chassis and are designed and configured to interact with a ground-based takeoff / landing arrangement 101, as shown in a schematic side view in Figure 1B. Such a takeoff / landing arrangement 101 is arranged on a base U and has a longitudinal rail 102A composed of longitudinal rail modules 102, on which a cross rail 103A formed from at least one cross rail module 103 is arranged, displaceably drivable and braked in a longitudinal direction L of the longitudinal rail 102A. The cross rail 103A, in turn, carries a receiving carriage 104 equipped with suitable receiving means 105, which are designed and configured to mechanically connect the unmanned aerial vehicle 100 to the receiving carriage 104 at least temporarily.The receiving carriage 104 is expediently connected so as to be rotatable or pivotable about a vertical axis Z in order to be able to adapt to an unmanned aerial vehicle 100 deflected at an angle about the vertical axis Z, for example during landing approach.

[0064] For the further description, the longitudinal direction L is also defined as a further spatial axis X. An axis perpendicular to the drawing plane of Figure 1B is defined as the spatial axis Y. The spatial axes X, Y are perpendicular to each other and are perpendicular to the vertical axis Z. The spatial axis Y is thus aligned parallel to a transverse direction Q. Figure 1C shows a silhouette-like side view of a land transport vehicle.

[0065] 106 in the form of a tractor 111 with a semi-trailer 111A, wherein a subset of longitudinal rail modules 102, here a number of 3 longitudinal rail modules 102, is stowed on the land transport means 106 on the semi-trailer 111A.

[0066] Figure 2 schematically shows a landing process of an unmanned aerial vehicle 100 in conjunction with a take-off / landing arrangement 101 according to the invention. In the illustration according to Figure 2, the cross rail 103A together with the receiving carriage 104 is in a starting position P at the left end of a take-off / landing runway 107 formed by the longitudinal rail 102A. In this position, the unmanned aerial vehicle 100 is in an approach / descent to the runway 107. Starting from the position P1, the receiving carriage 104 is accelerated together with the cross rail 103A in the longitudinal direction L. The acceleration takes place until the speed of the receiving carriage 104 along the longitudinal direction L and an approach speed of the unmanned aerial vehicle 100 in the direction of the longitudinal direction L are synchronized. The unmanned aerial vehicle 100 is then intercepted and can hover on the carriage 104 or land there.After a mechanical connection is achieved between the receiving carriage 104 and the unmanned aerial vehicle 100, the assembly of the receiving carriage 104, together with the moving cross rail 103A and the coupled unmanned aerial vehicle 100, can be decelerated along a specific distance in the longitudinal direction L. The deceleration occurs until a standstill. The landing procedure is thus completed. The length of the takeoff / landing runway 107 expediently provides a certain reserve section in the longitudinal direction L in case the landing distance is extended for any reason, for example, because deceleration cannot be achieved with the desired deceleration rate.

[0067] In the illustration according to Figure 3, a section 108 of the runway

[0068] 107, which is constructed from a total of three longitudinal rail modules 102 along the longitudinal direction L. The cross rail 103A, which carries the receiving carriage 104, is seated on one of the longitudinal rail modules 102 and can be driven and / or braked in the longitudinal direction L. The receiving carriage 104 is mechanically connected to the unmanned aerial vehicle 100 in the illustration according to Figure 3. The section 108 of the take-off / landing runway 107 is supported relative to the ground U by, for example, the trailer of the land transport means 106. Further support structures with support devices 110 can also be assigned to this land transport means 106. For orientation, the vertical axis Z as well as the spatial axes X and Y as well as the transverse direction Q and the longitudinal direction L are also shown in Figure 3.

[0069] Figure 4 shows the partial section 108 of the runway 107, supported by the land transport means 106 and the support devices 110, without the cross rail 103A and without the receiving carriage 104, as well as without the unmanned aerial vehicle 100. A tractor 111 suitable for moving the land transport means 106 is arranged uncoupled next to the section 108. Diagonally below this illustration, the section 108 is shown in its stowed position with the three longitudinal rail modules 102 arranged one above the other in a package-like manner, stowed on the land transport means 106 with the tractor 111 coupled to it. In this state, the partial section 108 of the runway 107, which contains a subset of the plurality of longitudinal rail modules 102 (here three), is shown in its stowed position on the land transport means 106. To form a complete runway 107, a plurality of sections 108 are required.For example, it may make sense for a complete runway 107 to be constructed from eight to twelve sections 108. The total length of the runway 107 depends essentially on the length of the individual longitudinal rail modules 102 and the resulting total number of longitudinal rail modules 102 to achieve a sufficient runway length for an unmanned aerial vehicle 100 of a certain weight at a certain approach speed.

[0070] Figure 5 shows a perspective view of the assembly situation of two sections 108 of the runway 107 comprising a plurality of longitudinal rail modules 102. The first longitudinal rail modules 102 in the foreground are assigned to a first land transport means 106 (shown in the foreground) and are arranged pivoted by an angle α about the vertical axis Z relative to a longitudinal direction LLTM of the land transport means 106 via a bogie or a turntable or a turntable device 112 and are connected to the land transport means 106. The longitudinal rail modules 102 each have a longitudinal direction of the longitudinal rail modules LLSM, which, in the assembled state according to Figure 5, run parallel to the longitudinal direction L. The angle α can be between 0° and 90° in the plan view along the vertical axis Z.Preferably, the size of the angle α is at least dimensioned such that a projecting region of the land transport means 106, for example, a driver's cab 113, which projects beyond a runway plane LE formed by the longitudinal rail modules 102, in the direction of the vertical axis Z. Such a driver's cab 113 would, for example, form an interfering contour for the construction of the runway 107. This can be effectively prevented by rotating the longitudinal axis of the land transport means LLTM with respect to the longitudinal direction of the longitudinal rail modules LLSM around the vertical axis Z.

[0071] The second land transport means 106' shown in the background of Figure 5 is offset relative to the land transport means 106 shown in the foreground, i.e., rotated about the longitudinal axis of the land transport means LLTM. This can happen, for example, because the subsoil U has a corresponding topography that allows a first land transport means 106 to stand horizontally, for example, while a second parking space for a second land transport means has, for example, an incline such that the land transport means 106' is parked at an angle, rotated about its longitudinal axis LLTM. To compensate for such an offset arrangement of two or more adjacent land transport means 106, 106', it is also provided that the longitudinal rail module 102 connected to the land transport means 106, 106' is pivotably connected to the land transport means 106, 106' about the transverse axis QA.This allows for the compensation of an angular offset of a land transport means 106 that may be arranged offset relative to the runway plane LE. It is expedient that such an angular offset is possible up to an angle of 0° < ß < 20°. It is also expedient that the angle is defined and set such that a maximum angular offset of two adjacent land transport means 106, 106' by a certain amount is avoided.

[0072] A maximum angle of interlacing, for example 40°, is made possible. Such a maximum angle of interlacing of two adjacent land transport means 106, 106' can be achieved, for example, if the maximum angle ß = 20° can be utilized on each of the land transport means 106, 106' by suitable positioning relative to each other.

[0073] Figure 6 shows the arrangement according to Figure 5 from a perspectively opposite viewing direction. The land transport means 106', which is arranged in the background in the illustration according to Figure 5, is arranged in the foreground in the illustration according to Figure 6. The land transport means 106, which is arranged in the foreground in the illustration according to Figure 5, is arranged in the background in the illustration according to Figure 6.

[0074] The illustration in Figure 6 shows a highest elevation or zenith 120 of an unevenness 121 of the ground U. By interlacing the land transport means 106, 106' around their longitudinal axes LLTM, LLTM', a level alignment of the runway 107 can be ensured, even though the ground U is uneven. The interaction of the turntables 112, which in this example form a loading level LL, between the land transport means 106, 106' and a pivoting of the longitudinal rail modules 102 by the angle ß can effectively achieve such topography compensation of an uneven ground U.

[0075] The aim is to achieve the most horizontal alignment possible of the longitudinal direction L, i.e. the runway plane LL in the longitudinal direction L and in the transverse direction Q. Nevertheless, an angle y between a horizontal H and a longitudinal inclination of the runway plane LE, i.e. the longitudinal axis L, e.g. for the purpose of an uphill or downhill landing or an uphill or downhill takeoff of the unmanned aerial vehicle 100, can be up to + / - 5°, possibly up to + / - 10°, in extreme cases up to + / - 15°.

[0076] A transverse inclination of the runway plane LE in the transverse direction Q should be avoided if possible, but it can certainly amount to a few degrees, e.g., up to + / - 3°, in extreme cases up to + / - 5°, without significantly restricting functionality. Figures 7A, 7B, and 7C show a land transport means 106, 106', wherein a subset of the plurality of longitudinal rail modules 102, in the illustrated case three longitudinal rail modules 102, are arranged in a stowed position on the land transport means 106, 106'. In particular, it is particularly advantageous to assign an odd number of individual longitudinal rail modules 102, in particular 3 or 5 longitudinal rail modules 102, to one of the land transport means 106, 106'.This has the advantage that, with an odd number of longitudinal rail modules 102, there is always a "middle" longitudinal rail module 102, which, in an extended state, is arranged centrally with respect to the partial section 108 of the takeoff / landing runway 107 formed by this land transport means 106, 106'. This achieves a symmetrical and weight-balanced loading of the turntable 112, which prevents, or at least helps minimize, unintentional twisting or unintentional force introduction into a landing gear of the land transport means 106, 106' and thus asymmetrical deflection of the wheels of the land transport means 106, 106'.

[0077] Figure 7A shows a side view of the land transport means 106, 106' with the subset of longitudinal rail modules 102 in a stowed arrangement. Figure 7B shows the stowage situation according to Figure 7A in a rear view. Figure 7C shows the stowage situation according to Figures 7A, 7B in an isometric view from the front right, as seen from the land transport means 106, 106'.

[0078] Figures 7D and 7E, corresponding to the previous figures, show a partially unfolded arrangement of the longitudinal rail modules 102 on the land transport means 106, 106', wherein the three longitudinal rail modules 102 are each pivotably connected at their ends about the transverse axes QA. The present example shows a variant in which not the middle of the longitudinal rail modules 102, but one of the outer, in particular the lower, longitudinal rail modules 102 is connected to the turntable 112. Figure 7E shows the situation with a partially unfolded subset of longitudinal rail modules 102 from Figure 7D in a rear view of the land transport means 106, 106', wherein the partially unfolded package of longitudinal rail modules 102 is already aligned transversely to the longitudinal axis of the land transport means LLTM with regard to its longitudinal direction LLSM in a plan view. In this position, the package orthe subset of the longitudinal rail modules 102 is already in a position deflected by an angle a relative to the longitudinal axis of the land transport means LLTM.

[0079] Figures 8A to 8E schematically illustrate different types of laying longitudinal rail modules 102 and different types of coupling longitudinal rail modules 102 of different land transport means 106, 106'. For simplification purposes, these figures show that the land transport means 106, 106' are aligned with their longitudinal axes LLTM parallel to the longitudinal direction of the longitudinal rail modules LLSM. Of course, the above-mentioned arrangement of these longitudinal axes rotated by an angle α is also useful and advantageously applicable to all laying variants according to Figures 8A to 8E.

[0080] Figure 8A schematically shows that each land transport means 106, 106' is assigned a subset of two longitudinal rail modules 102. The longitudinal rail modules 102 are arranged, for example, on the turntable 112. The turntable 112 is assigned to a laying module 114, which can, for example, contain guides and drives that at least contribute to the mechanical movement of the longitudinal rail modules 102 relative to one another for the purpose of laying, and in particular can completely accomplish the laying of the longitudinal rail modules 102 relative to one another. The support devices 110 are shown in a retracted stowed position. A land transport means 106 shown above in the stowed position with two of the longitudinal rail modules 102 is further developed into a subsection 108 by unfolding or chaining them together. Each of the package of longitudinal rail modules 102 is unfolded orlaid so that each land transport means 106, 106' is assigned a subsection 108, which was formed from the subset of the longitudinal rail modules 102 assigned to one of the land transport means 106. Each subsection 108 of the entire runway 107 is supported on the ground U via the land transport means 106, 106' and the support devices 110, as described above. Two adjacent subsections 108 are mechanically coupled to one another, with a connector module 115 being provided for the mechanical coupling. Such a connector module 115 can, for example, be a latching mechanism or a locking mechanism or another semi-automatic or automatically functioning mechanical connection mechanism, which in particular ensures a rigid connection of the subsections 108 about a transverse axis QA.

[0081] Figure 8B shows a construction variant in which, in the constructed state of the runway 107, it is supported on the ground U only by the support devices 110. In this variant, the land transport means 106, on which the longitudinal rail modules 102 were arranged before the construction process or before the laying process, have been removed in the constructed state. Furthermore, this construction variant according to Figure 8B differs from the above-shown construction variant according to Figure 8A in that there is no turntable 112 between the laying modules 114 and the runway 107. Such a turntable device 112 is not necessary in the variant according to Figure 8B, since after the removal of the land transport means 106 below the runway, the land transport means 106 can no longer form an interfering contour and thus rotation relative to the land transport means 106, 106' may no longer be necessary.

[0082] Figure 8C shows a further variant of the laying or erection of the runway 107. The individual longitudinal rail modules 102 are pivotally connected to one another at their free ends about the transverse axis QA, so that from a stowed position on the land transport means 106, the erection process initially pivots the package of longitudinal rail modules 102 about the transverse axis QA relative to the laying module 114 in an arrow direction 116. In an erected position following a pivoting movement along the arrow direction 116, the individual longitudinal rail modules 102 are pivoted toward one another about the transverse axis QA along an arrow direction 117 and thus unfolded.The land transport means 106, 106' are positioned at a distance from one another such that the length of an unfolded section 108 of the land transport means 106 is sufficient to bridge the gap between two adjacent land transport means 106, 106', so that a free end of the section 108 of the land transport means 106 can be connected to a corresponding free end of the section 108' of the land transport means 106'. Thus, in Figure 8C, the articulated connection of the individual longitudinal rail modules 102 to one another illustrates an erection process that is carried out by unfolding the longitudinal rail modules 102 of a subset of the longitudinal rail modules 102. Both when unfolding along the direction of the arrow 116 and, in particular, when unfolding along the direction of the arrow in 117, a free end 119 of the partial section 108 orOne of the longitudinal rail modules 102, which form the subsection 108, extends toward an adjacent land transport means 106, 106', so that a mechanical coupling of the subsections 108, 108' is possible there. The support devices 110 support the subsections 108 as well as the entire runway 107 during the laying process and after the laying process, either alone or in conjunction with the land transport means 106, 106' remaining below the runway 107.

[0083] Figure 8D shows an alternative possibility for erecting a subsection 108 by horizontally shifting two longitudinal rail modules 102 relative to one another, wherein following a horizontal shift (first horizontal shifting step HS1), a vertical shift (first vertical shifting step VS1) of the longitudinal rail modules 102 relative to one another takes place, whereby they form one of the subsections 108. Such a subsection 108 can then, if necessary, be shifted towards an adjacent land transport means 106' in a further horizontal laying step (second horizontal shifting step HS2) and coupled in the area of ​​the adjacent land transport means 106' with its subsection 108', for example by a second vertical shifting step VS2.The support devices 110 support the partial sections 108 as well as the entire runway 107 during and after the laying process, either alone or in conjunction with the land transport means 106, 106' remaining below the runway 107. Even if the turntable 114 is not shown in every schematic partial view according to Figures 8C and 8D, it can of course be arranged as required between the land transport means 106, 106' and the partial section 108, as described in connection with Figure 8A. The representations according to Figures 8C and 8D are also shown, as required, in a simpler, schematic representation without rotating the land transport means 106, 106' by the angle α about the vertical axis Z.

[0084] Figure 8C shows a modification of the horizontal installation alternative according to Figure 8D with a subset of a total of three longitudinal rail modules 102 arranged on a land transport means 106. First, in a first horizontal relocation step HS1, the uppermost longitudinal rail module 102 is relocated horizontally relative to the remaining longitudinal rail modules 102 in a first direction. Subsequently, a first vertical relocation step VS1 follows, in which the originally uppermost longitudinal rail module 102 is connected to the lowermost longitudinal rail module 102.Subsequently, the originally central longitudinal rail module 102 is displaced relative to the originally lowermost longitudinal rail module 102 in a second horizontal displacement step HS2, which is directed opposite to the first horizontal displacement step HS1, and in a subsequent second vertical displacement step VS2, is also connected to the originally lower longitudinal rail module 102, which is now the middle longitudinal rail module 102 with respect to the resulting partial section 108. A coupling with adjacent partial areas 108 of adjacent land transport means 106 is not shown in Figure 8E, but this can then be readily carried out accordingly, as described above in connection with Figures 8A to 8D.

[0085] During or after the construction of a sufficiently long take-off / landing runway 107 according to the invention, at least one cross-rail module 103 is placed on the longitudinal rail 102A of the take-off / landing runway 107 to complete the take-off / landing arrangement 101 according to the invention. The at least one cross-rail module 103 carries the carriage 104 with the receiving means 105. The receiving carriage 104 is, together with the receiving means 105, rotated about the vertical axis Z, ie azimuthally with respect to the

[0086] Cross rail module 103 rotatable.

[0087] In summary, the take-off / landing arrangement according to the invention offers: a) modular, mobile individual systems that can be combined to form different take-off and landing track lengths; b) wherein the take-off / landing track, in one variant, is constructed from automatically foldable and unfoldable longitudinal track modules 102, which c) are mounted on land transport means 106, 106', for example self-propelled gun carriages, in a rotatable and pivotable manner (horizontally alignable), d) are automatically displaceable transversely for mutual locking and / or e) are designed to be independently unfoldable and foldable; f) furthermore, the longitudinal track modules 102 can be locked between the self-propelled gun carriages, i.e. between the land transport means 106, preferably automatically.

[0088] As a result, the system according to the invention, ie the take-off / landing arrangement 101 according to the invention and the method for setting it up, essentially avoid the following disadvantages of the prior art and achieve the following advantages:

[0089] With automatic control units, usually based on hydraulic, electric or possibly pneumatic actuators, which manage the folding mechanism as well as the horizontal alignment and, if necessary, rotation of the longitudinal rail modules 102 and their mutual locking, the personnel costs can be drastically reduced.

[0090] A horizontal alignment in the longitudinal direction L or an alignment with a maximum angle y < 20° relative to the horizontal H of the longitudinal rail modules 102 is easily possible in cooperation with the land transport means 106, for example, carriages, located in the terrain, ie, on the ground U. Unevenness in the ground U can be easily compensated.

[0091] Foldable and / or linkable longitudinal rail modules 102 enable modularly longer overall runway lengths of the runway 107.

[0092] Even in initially unknown terrain, a three-dimensional map model of the soil profile or subsoil in a relevant area can be created using known technical means, such as terrestrial trigonometric measurement methods and / or using satellite measurement data or satellite images.

[0093] In the relevant area or region, the exact location and planned orientation of the runway to be created can be determined in relation to the cardinal directions and the now known ground profile.

[0094] Depending on the partial lengths that can be achieved with the partial quantities of the longitudinal rail modules located on a land transport means, the land transport means are positioned at appropriate intervals along the planned alignment of the runway.

[0095] The planned runway can then be created using the method and device described here, for example using automatically operating and self-levelling laser measuring devices.

[0096] Using the described method for erecting a takeoff / landing arrangement comprising a plurality of rail modules and / or the associated device, a runway with a length of several hundred meters up to at least 500 m and even up to approximately 750 m can be provided and operated ready for use at any time in difficult terrain. This makes it possible to safely take off and land a multitude of different flight systems, including heavy and fast flight systems, with an exemplary maximum total weight of up to 2,000 kg, over 5,000 kg, up to 7,500 kg, an exemplary total length of up to 5 m, over 10 m, up to approximately 20 m or more, and / or an exemplary wingspan of up to 5 m, up to at least 10 m, up to approximately 15 m or more.

[0097] List of reference symbols

[0098] 100 Unmanned Aerial Vehicles

[0099] 101 Take-off-landing arrangement

[0100] 102 Longitudinal rail module

[0101] 103 Cross rail module

[0102] 102 A longitudinal rail

[0103] 103 A cross rail

[0104] 104 Recording carriage

[0105] 105 recording devices

[0106] 106, 106' Land transport

[0107] 107 Runway

[0108] 108 subsection

[0109] 110 support facilities

[0110] 111 tractor

[0111] 111A Trailer

[0112] 112 Turntable device / laying module

[0113] 113 Driver's cab

[0114] 114 Installation module

[0115] 115 Connection module

[0116] 116, 117 Arrow direction

[0117] 119 free end

[0118] 120 Zenith

[0119] 121 cantilevered section

[0120] PI starting position

[0121] L longitudinal direction

[0122] Underground

[0123] Q transverse direction

[0124] QA transverse axis

[0125] LLSM Longitudinal direction of the longitudinal rail modules

[0126] LLTM Longitudinal axis of the land transport means DH Height distance

[0127] LE Runway Level

[0128] LL loading level

[0129] Dllmax Maximum height distance Z vertical axis

[0130] X; Y spatial axes

[0131] H Horizontal a angle ß angle y angle

[0132] HS 1 first horizontal relocation step

[0133] HS2 second horizontal relocation step

[0134] VS 1 first vertical relocation step

[0135] VS2 second vertical relocation step

Claims

Claims 1. A method for erecting a take-off / landing arrangement (101) for unmanned aerial vehicles (100), in particular drones or the like, comprising a plurality of rail modules (102, 103), wherein a plurality of longitudinal rail modules (102), at least one transverse rail module (103), and at least one receiving carriage (104) are provided, wherein the plurality of longitudinal rail modules (102) are mechanically fixed to one another to form a longitudinal rail (102A) and, in the case where several transverse rail modules (103) are present, the transverse rail modules (103) are mechanically fixed to one another to form a transverse rail (103A), and wherein the receiving carriage (104) is set up and designed to interact mechanically at least temporarily with an unmanned aerial vehicle (100) to be received therewith, characterized in that a plurality of subsets of the plurality of longitudinal rail modules (102) are each assigned to a land transport means (106, 106'), and a) the land transport means (106,106') are arranged spaced apart from one another on a base (U) along a longitudinal direction (L) of a runway (107) to be formed from the longitudinal rail modules (102), b) the plurality of longitudinal rail modules (102) of the subsets of one of the land transport means (106), each forming a subsection (108) of the runway (107), is moved towards at least one adjacent land transport means (106') for mechanical coupling with at least one longitudinal rail module (102) of the adjacent land transport means (106'), c) at least one free end of a longitudinal rail module (102) of the land transport means (106) is mechanically coupled to a free end of a longitudinal rail module (102) of the adjacent land transport means (106'), d) wherein by repeating steps b) and c) the continuous take-off / landing runway (107) of the take-off / landing arrangement (101) extending along the longitudinal direction (L) is formed from the longitudinal rail modules (102) of the majority of the subsets of the longitudinal rail modules (102).

2. Method according to claim 1, characterized in that the Longitudinal rail modules (102) of a subset of at least one of the Land transport means (106, 106') in a stowed position on the land transport means (106, 106'), in which they are coupled to one another in an articulated manner so as to be pivotable about a transverse axis (QA) transverse to the longitudinal direction (LLSM) of the longitudinal rail modules (102).

3. Method according to claim 1, characterized in that the Longitudinal rail modules (102) of a subset of at least one of the Land transport means (106, 106') in a stowed position on the land transport means (106, 106') in which they are stacked and arranged to be displaceable relative to one another along the longitudinal direction (LLSM).

4. Method according to one of claims 1 to 3, characterized in that the take-off / landing arrangement (101) is supported on the ground (U) in the erected state by at least one of the land transport means (106, 106').

5. Method according to one of the preceding claims, characterized in that a section (121) of the runway (107) projecting freely between two adjacent land transport means (106, 106') is supported on the ground (U) by means of support devices (110).

6. Method according to one of the preceding claims, characterized in that a longitudinal axis (LLTM) of a land transport means (106, 106') is aligned in a plan view at an angle of 45° < a < 315° to the longitudinal direction (L) of the take-off / landing runway (107), or that at least one longitudinal axis (LLTM) of a land transport means (106, 106') is arranged in a plan view enclosing an angle of 0° < a < 90°, preferably of 45° < a < 90°, particularly preferably of 70° < a < 90°, with respect to the take-off / landing runway (107).

7. Method according to one of the preceding claims, characterized in that in order to form a level course of the runway (107) with respect to an uneven ground (U), a height distance (DH) between the runway (107) and at least one, preferably each, land transport means (106) acting as a support is individually set up.

8. Method according to one of the preceding claims, characterized in that in order to form a level course of the runway (107) with respect to an uneven surface (U), an angle ß between a loading plane (LL) of one of the land transport means (106) and the longitudinal direction (L) of the runway (107) is set up individually for each land transport means (106).

9. Method according to one of the preceding claims, characterized in that a runway level (LE) is determined as a function of a ground contour along the longitudinal direction (L), and the runway level (LE) is aligned with respect to the ground (U) in such a way that a permissible minimum height distance (ÜHmin) between a land transport means (106) and the runway level (LE) of the take-off / landing runway (107) or the ground (U) and the runway level (LE) of the take-off / landing runway (107) is not undercut.

10. Method according to one of the preceding claims, characterized in that a runway plane (LE) is determined as a function of a ground contour along the longitudinal direction (L) and the runway plane (LE) is aligned with respect to the ground (U) in such a way that a permissible Maximum height distance (ÜHmax) between a means of land transport (106) and the runway level (LE) of the take-off / landing runway (107) or the ground (U) and the runway level (LE) of the take-off / landing runway (107) is not exceeded.

11. Method according to one of the preceding claims, characterized in that the runway (107) is aligned horizontally with respect to a transverse direction (Q).

12. Method according to one of the preceding claims, characterized in that the take-off / landing runway (107) is aligned horizontally with respect to the longitudinal direction (L) or encloses an angle y of a maximum of + / - 15°, preferably an angle y of a maximum of + / - 10°, particularly preferably an angle y of a maximum of + / - 5°, with a horizontal (H).

13. Device for carrying out the method according to one of claims 1 to 12, characterized in that the device has at least a plurality of rail modules (102, 103) for forming the take-off / landing arrangement (101), wherein the plurality of rail modules (102, 103) has at least a plurality of longitudinal rail modules (102) and at least one transverse rail module (103), and the device also has at least one receiving carriage (104) which is set up and designed to cooperate with an unmanned aerial vehicle (100) to be picked up, at least temporarily mechanically fixing the latter with respect to the receiving carriage (104), wherein subsets of the plurality of longitudinal rail modules (102) are each assigned to a land transport means (106, 106') and are movable with respect to the land transport means (106, 106') onto an adjacent Land transport means (106) are arranged.

14. Device according to claim 13, characterized in that the Longitudinal rail modules (102) of at least one of the subsets assigned to a land transport means (106, 106') are connected to one another in a foldable and movable manner about a transverse axis (QA).

15. Device according to claim 13 or 14, characterized in that the longitudinal rail modules (102) of at least one of the subsets assigned to a land transport means (106, 106') are longitudinally displaceable relative to one another and can be connected to one another by means of a relative movement to one another in a height direction.

16. Device according to one of claims 13 to 15, characterized in that at least those longitudinal rail modules (102) which are not directly supported by the land transport means (106, 106') in the erected state of the runway (107) have support devices (110) which are designed to be foldable and / or extendable.

17. Device according to one of claims 13 to 16, characterized in that the longitudinal rail modules (102) are longitudinally displaceable relative to one another and horizontally displaceable relative to one another along a predetermined path, preferably on a turntable, preferably by up to + / - 20 cm, particularly preferably by up to + / - 10 cm.

18. Device according to one of claims 13 to 17, characterized in that the longitudinal rail modules (102) which are stowed on one of the land transport means (106, 106') are motor-displaceable relative to one another, in particular foldable or displaceable, in order to form a partial section of the runway (107).

19. Device according to one of claims 13 to 18, characterized in that in the erected state of the runway (107) one of the longitudinal rail modules (102) which is assigned to the land transport means (106, 106') is supported by the land transport means (106, 106') relative to the ground (U).

20. Device according to one of claims 13 to 19, characterized in that the longitudinal rail module (102) supported by the land transport means (106, 106') is connected to the land transport means (106, 106') so as to be rotatable or pivotable about a vertical axis (Z) relative to the land transport means (106, 106').

21. Device according to one of claims 13 to 20, characterized in that the longitudinal rail module (102) supported by the land transport means (106, 106') is connected to the land transport means (106, 106') so as to be pivotable about at least two different spatial axes (X; Y) orthogonal to the vertical axis (Z).

22. Device according to one of claims 13 to 21, characterized in that the land transport means (106, 106') is a motorized driven Land transport means (106, 106') or a non-motor-driven trailer (111 A) for a tractor (111).

23. Device according to one of claims 13 to 22, characterized in that the subset of longitudinal rail modules (102) assigned to the land transport means (106, 106') comprises an odd number of longitudinal rail modules (102), in particular three or five longitudinal rail modules (102).

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