Transport of a load by means of a paraglider

Abstract

The invention relates to a transport method for transporting a load (50) by means of a paraglider (20) with a transport device (23) that comprises a lifting device (24) with a connecting element (25) and a coupling means (26). Said method comprises at least the following steps: a pick-up position (AP) of the load (50) is approached by means of the paraglider (20), the coupling means (26) is coupled to the load (50) before or during the approach, and a lifting force exerted on the load (50) by means of the connecting element (25) is adapted until the pick-up position (AP) is reached in which the paraglider (20) is located substantially perpendicularly above the load (50). In the process, the lifting force is adjusted by means of the lifting device (24) such that, in the pick-up position (AP), the lifting force is greater than or equal to a weight force of the load (50). The invention further comprises a paraglider control unit (30) and a paraglider (20).

Description

[0001] Transporting a load using a paraglider

[0002] The invention relates to a transport method for transporting a load by means of a paraglider, a paraglider control unit and a paraglider.

[0003] The transport of goods and materials is becoming increasingly important in our ever more interconnected world. This sometimes involves delivering to destinations that are difficult to access. In some cases, the "last mile"—the distance from the nearest logistics center to the final destination—is significantly longer than in densely populated areas, potentially making personnel costs for delivery drivers uneconomical. Autonomous transport vehicles can offer a solution to this problem.

[0004] In practice, examples include partially or fully autonomous delivery robots on wheels or delivery drones in the form of unmanned multicopters, which transport the load by flying. While the delivery robots' operating range is primarily limited by the terrain, the main problem with multicopters is the ratio of the weight of the load to its maximum range.

[0005] Particularly through skillful use of wind conditions and thermals, loads can be transported over relatively long distances through the air using a paraglider, even in difficult terrain. While the basic option of partially or fully autonomous load transport using a paraglider is known, challenges arise in controlling the paraglider, especially during demanding flight maneuvers such as picking up or dropping the load.

[0006] It is an object of the present invention to provide a transport method for transporting a load by means of a paraglider, which in particular enables or facilitates the picking up and / or setting down of the load.

[0007] This problem is solved by a transport method for transporting a load using a paraglider according to claim 1, a control unit according to claim 11, and a paraglider according to claim 12. The aforementioned transport method for transporting a load using a paraglider is carried out with a transport device comprising a lifting device with a connecting element and a coupling means. It has at least the following steps. In a first step, a receiving position for the load is approached using the paraglider. In a second step, the coupling means is coupled to the load before or during the approach. In a further step, a lifting force exerted on the load by means of the connecting element is increased until the receiving position, in which the paraglider is located substantially vertically above the load, is reached.The lifting force is regulated by the lifting device so that it is equal to or greater than the weight of the load in the picking position.

[0008] Generally speaking, transporting a load refers to moving it from a starting point, the picking-up point, to a destination point, the unloading point. While this method can, in principle, also be used to transport people or animals as cargo, it primarily concerns the transport of goods, specifically tangible items.

[0009] A paraglider, also known as a paragliding glider or paragliding sail, is an aircraft designed for launching from a short runway and used for paragliding or paragliding. It consists of a canopy, lines, and risers. The canopy, or wing, is usually approximately elliptical and made of nylon fabric. It typically comprises an upper and a lower surface and is divided into numerous chambers that extend in the direction of flight. It has two canopy tips, or wingtips, which form the lateral edges of the wing. Gallery lines usually run down from the underside of the canopy in several levels and are joined to form main lines. These main lines are then attached to line locks and connected to the respective left and right risers.

[0010] The transport device for carrying the load is attached to the webbing straps, for example, using carabiners. Besides the transport device, the paraglider also includes, for example, a propulsion unit, i.e., motor and propeller, and preferably a landing gear.

[0011] The transport device comprises the additional components required for transporting the load on the paraglider. Besides the lifting device, the connecting element, and the coupling element, it includes, for example, components for holding or securing the load in a transport position. Since the load is typically located in the lower section of the entire aircraft for transport, the transport device is preferably also located essentially in the lower section of the entire aircraft or paraglider as a whole.

[0012] The lifting device is a device with which a lifting force can be exerted. In particular, it can be used to lift a load towards the paraglider via a lifting path. The lifting device is preferably adjustable so that the force exerted on the load can be set and continuously regulated. The lifting device can, for example, be designed as a winch.

[0013] Generally speaking, a lifting device exerts a tensile force on the cable, which is then transferred to the load. Its vertical component is called the lifting force. The tensile force can also have other components, such as those directed horizontally.

[0014] In normal operation, the connecting element establishes a mechanical connection for force transmission between the lifting device and the load. Its length is preferably adjustable via the lifting device up to a maximum length. The connecting element can be designed, for example, as a simple textile rope or steel cable; preferably, it is a cord comprising a fiber core encased in a woven sheath. The fiber core and / or the sheath can, for example, comprise materials such as aramid or Dyneema®. The maximum length of the connecting element is selected to be sufficient for typical flight maneuvers during load picking up and, if necessary, setting down the load, and preferably includes an additional safety margin.

[0015] In the coupled state, the coupling means establishes a secure mechanical connection to the load, which can be mechanically released. This is achieved in particular by positive locking and / or friction locking. The coupling means is preferably arranged at a free end of the connecting element and firmly connected to the connecting element. In particular, a receiving element, designed to be complementary to the coupling means, is arranged on the load. The coupling means and the receiving element preferably interlock positively for coupling. The coupling means can be designed, for example, as a simple hook, carabiner, or the like. It is particularly preferably secured to the load by means of a locking mechanism, which is preferably motor-operated. The term "approach" is to be understood narrowly and refers to the approach during which the load is actually picked up.In principle, a preliminary approach, known as a "range approach," is also possible. In this approach, only the approximate area of ​​the load is targeted, and the paraglider circles, for example, to prepare for the "actual" approach. The coupling device can therefore be attached to the load before the (actual) approach by circling the load in this way. However, the load is preferably attached during the actual approach in the strict sense, using the coupling device. Alternatively, the load can also be attached before the paraglider is launched, as described in more detail below.

[0016] The launch position, in which the paraglider is essentially vertical above the load, is approached using the paraglider. "Essentially vertical above the load" means that, depending on factors such as wind strength and the resulting forces acting on the load and the paraglider, it may be advantageous to tolerate a certain deviation from a perfectly vertical position of the load under the paraglider.

[0017] The paraglider flies unmanned and is preferably partially or, even more preferably, fully autonomously controlled. This means that the paraglider's lines (control lines, brake lines) are preferably motor-operated. The servo motors, and especially the transport device and, if applicable, the paraglider propulsion system, are preferably controlled by a control unit. "Partially autonomous" means that the paraglider, or at least some of its components, can be remotely controlled manually, for example, in difficult flight situations. "Fully autonomous" means that no human intervention is required at all. Therefore, the entire control of the paraglider is preferably automated in all phases of flight.

[0018] The lifting force exerted on the load by the connecting element acts essentially in the opposite direction to the load's weight when lifting the load. Because the lifting force is precisely equal to or greater than the load's weight only in the lifting position, and less before, the load lifts off the ground exactly at that point. This also results in a virtually vertical lifting of the load, which advantageously reduces or eliminates any dragging of the load on the ground. When adjusting the lifting force during approach, the force does not necessarily have to be increased continuously or (strictly) monotonically. If, for example, the flight situation requires it, such as to prevent a stall, the applied force can be reduced.

[0019] A transport method according to the invention for transporting a load using a paraglider is carried out with a transport device comprising a lifting device with a connecting element and a coupling means. It has at least the following steps. In one step, a drop-off position is approached. In a further step, the load is dropped at the drop-off position. At a wind speed below the stall speed of the paraglider, a flight maneuver for a controlled stall, in particular a B-stall, is initiated so that the paraglider and the load descend vertically. At a wind speed that is a safety margin above the stall speed of the paraglider, the paraglider is preferably controlled so that it remains at a substantially constant altitude above the drop-off position. In a further step, the dropped load is detached by means of the coupling means.

[0020] The B-stall is an example of a paragliding maneuver used to initiate and maintain a controlled stall. By pulling on the B-lines, the paraglider's airfoil is deformed on the upper surface until the airflow separates, resulting in virtually no dynamic lift. However, the paraglider remains largely stable due to dynamic pressure. In the B-stall, the paraglider descends almost vertically. According to the invention, at wind speeds below the stall speed, this maneuver is essential for controlled stall and load release. This ensures that the load is released as precisely as possible without dragging on the ground.

[0021] The paraglider's components, such as the transport device, the paraglider propulsion system, and the control system—particularly via the control lines, brake lines, B-line system, and the paraglider control unit—have already been described above and are implemented analogously for this fundamentally independent concept of deploying the glider using a B-stall at wind speeds below the stall speed. Both methods are synergistically related, however, as the load must be both picked up and deployed for transport—both with the lowest possible mechanical stress. This is ensured by the synergistically interacting parts of the transport procedure.

[0022] The paraglider control unit mentioned at the beginning is used to control a paraglider for transporting a load. The paraglider has a transport device that includes a lifting mechanism with a connecting element and a coupling device. The control system comprises at least the following components: A control interface is used to guide the paraglider towards a pickup position for the load. A coupling interface is used to connect the coupling device to the load before or during the approach. A lifting interface is used to adjust the lifting force exerted on the load via the connecting element until the paraglider reaches the pickup position, where it is essentially vertical above the load. The lifting force is regulated by the lifting interface and the lifting device so that it is equal to or greater than the weight of the load at the pickup position.

[0023] The paraglider control unit thus essentially comprises all components for carrying out a transport method according to the invention. It is therefore also designed in device features essentially analogous to the method.

[0024] The paraglider mentioned at the beginning, for transporting cargo, comprises a paraglider control unit according to the invention.

[0025] The invention can be implemented, in particular, in the form of a computing unit, especially a paraglider control unit, with suitable software. The computing unit can, for example, comprise one or more cooperating microprocessors or the like. In particular, it can be implemented in the form of suitable software program components within the computing unit. A largely software-based implementation has the advantage that existing computing units can be easily retrofitted by a software or firmware update to operate according to the invention. In this respect, the problem is also solved by a corresponding computer program product with a computer program that can be directly loaded into a memory device of a computing unit, containing program sections to execute all steps of the method according to the invention when the program is run in the computing unit.In addition to the computer program itself, such a computer program product may include additional components such as documentation and / or additional components, including hardware components such as hardware keys (dongles, etc.) for using the software.

[0026] For transport to the computer unit and / or for storage on or in the computer unit, a computer-readable medium, such as a memory stick, a hard drive or other portable or permanently installed data carrier, can be used, on which the program sections of the computer program that can be read and executed by a computer unit are stored.

[0027] Further, particularly advantageous embodiments and developments of the invention result from the dependent claims and the following description, wherein the claims of one claim category may also be further developed analogously to the claims and description parts of another claim category and, in particular, individual features of different embodiments or variants may be combined to form new embodiments or variants.

[0028] The coupling device is preferably brought to the load using a drone that can be navigated independently of the paraglider.

[0029] The navigable drone is, for example, rigidly connected to the coupling device at the free end of the connecting element. This means that for longer distances, the drone is carried along by the paraglider and only needs its own propulsion to transport the coupling device to the load during the coupling process.

[0030] The drone is preferably designed as a multicopter, i.e., quadcopter, hexacopter, octocopter, or similar. This ensures high maneuverability, allowing the coupling element to be quickly and safely connected to a lifting device attached to the load. When the drone flies to the load, a cable can, for example, be unwound freely from the lifting device to serve as a connecting element, so that the drone encounters little to no resistance.

[0031] For the approach and coupling process, an approximate position of the load is preferably known, e.g., using satellite navigation data such as GPS, Galileo, GLONASS, or similar systems. While the coupling process can also be controlled manually, it is preferably performed autonomously. For this purpose, the drone can, for example, be equipped with additional distance sensors that measure the distance to the coupling device or to defined points on the load. This allows the approach to be controlled via a feedback loop or known digital control processes. The distance sensors can be designed, for example, as optical or acoustic sensors, such as laser distance sensors, ultrasonic distance sensors, or similar devices. Alternatively, the load can be detected using image recognition, and its position can then be used directly for the approach. Optionally, markers can be attached to the load to facilitate detection.

[0032] Preferably, a distance between the paraglider and the load is determined during the approach. This is done, for example, using the aforementioned distance sensors and / or by measuring the uncoiled length of the connecting element or the uncoiled length of the rope, provided the rope is sufficiently taut. Alternatively or additionally, the GPS position of the drone can be compared with the GPS position of the paraglider to measure the distance.

[0033] The coupling device is preferably attached to the load before the paraglider launches. This can be done manually, for example, or a drone can be used to establish the connection. Sufficient cable length is provided so that the paraglider can launch unimpeded and then begin its approach to pick up the load.

[0034] The load is particularly well-suited as an anchor point for a winch launch of the paraglider. This means the paraglider is initially positioned at a distance from the load. The winch on the paraglider is then used to pull the paraglider towards the load. The pulling force is regulated so that the load itself remains stationary. The forward momentum generated by the winch provides the paraglider with additional lift, significantly simplifying the launch process.

[0035] A lifting force exerted on the connecting element is preferably adjusted by means of the lifting device according to a force curve adapted to the ambient conditions. It is particularly preferably increased in a substantially linear manner.

[0036] The adjustment or increase is based on the remaining flight distance or the estimated remaining flight time to the recording position. The force curve therefore indicates a generally increasing target value. "Preferably 'essentially linear' means linear within the tolerances, provided no major adjustments to environmental conditions are necessary.

[0037] To measure the lifting force, the lifting device preferably has a force gauge or load cell. Based on this measured actual value, the lifting force is controlled to the target value of the predefined or adapted force curve using known control methods.

[0038] Without additional energy input (e.g., from engine power, thermals, etc.), a paraglider is normally in a descent. For the approach, however, a constant approach altitude is preferably maintained. This is particularly preferably achieved by means of a controlled thrust output from the paraglider's propulsion system, in order to be less dependent on environmental conditions.

[0039] The paraglider propulsion system can be, for example, a combustion engine or a hybrid drive; however, it is preferably designed as an electric motor. Based on an altitude measurement, which can be taken using barometric pressure, LiDAR, ultrasound, or similar methods, the motor power and the resulting additional lift are regulated according to the target value defined by a specific approach altitude.

[0040] The regulation of the paraglider's motor power and the lifting force exerted by the launching system naturally influence the paraglider's flight characteristics, as they exert forces on the entire system. For example, an increase in lifting force causes the paraglider to react with a pitching motion in the opposite direction, i.e., an increase in the angle of attack. However, a potentially resulting stall, especially when carrying a load, must be avoided under all circumstances. Accordingly, an approach direction is optimized and determined based on wind speed, wind direction, the weight of the load, and / or the paraglider's trim speed, and the paraglider is preferably controlled accordingly for the approach.

[0041] This allows the lifting force corresponding to the load to be advantageously achieved in the take-off position without exceeding the critical or permissible operating limits of the paraglider. To optimize the approach direction or route, simulations can be performed that take into account other parameters such as wind speed, wind direction, etc., so that it is essentially an algorithm-based optimization.

[0042] Preferably, when dropping the load at a wind speed that is a safety margin above the stall speed of the paraglider, the paraglider is controlled so that it remains essentially at a constant altitude above the drop-off position.

[0043] To control the paraglider in these wind conditions, the control lines and brake lines are generally sufficient to keep it above the takeoff point. Any loss of altitude caused by the paraglider's aerodynamic properties can be compensated for by altitude control using the paraglider's motor, as described in more detail above. An advantage of this method is that the paraglider can continue flying at virtually the same altitude after takeoff.

[0044] A flight maneuver for a controlled stall, in particular a B-stall, can generally be used to release the load at all wind speeds suitable for paragliding. Accordingly, when releasing the load at a wind speed exceeding the paraglider's stall speed, a flight maneuver for a controlled stall, in particular a B-stall, is preferably initiated so that the paraglider and the load descend vertically. This is particularly advantageous when a faster release of the load is desired. At wind speeds below the stall speed, the B-stall, as described above, is mandatory according to the invention for releasing the load.

[0045] In a B-stall maneuver, any potential offset caused by wind speed is preferably compensated for using the paraglider's propulsion system. For this purpose, the paraglider is preferably oriented with its flight path facing away from the wind during the approach, as this allows the paraglider's propulsion to directly counteract the wind. This can advantageously further increase the precision when setting down the load at the drop-off point using the B-stall maneuver.

[0046] Both during load picking-up and other drop maneuvers, it is usually advantageous to align the paraglider's flight path against the wind direction. This ensures optimal airflow over the storage compartments and the wing, and allows the paraglider's motor to counteract the wind, thus maximizing lift. Therefore, the approach is preferably made against the wind direction. A paraglider's sink rate in a B-stall is typically between 5 and 10 m / s. To reduce mechanical stress, especially for sensitive loads, the connecting element is preferably released or unrolled before the load is dropped and then retracted or rolled up again during the descent, resulting in an effective drop speed of less than 2 m / s.

[0047] A properly designed paraglider can increase drag in a B-stall, resulting in slower sink rates.

[0048] When the load is released at a wind speed that is within the safety margin above the stall speed of the paraglider, the paraglider's A-lines are preferably used to shape its profile in such a way as to reduce the stall speed.

[0049] In other words, shortening the A-lines shapes the airfoil so that it takes on the form of a concave or slow-flight airfoil. However, this results in a certain loss of lift, so this maneuver is preferably only used when the wind speed is close to the stall point.

[0050] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments. Identical components are designated with identical reference numerals in the various figures. Where relative directional terms such as "above" or "below" are used below, these directions are to be understood as meaning that the normal effect of gravity is downwards and the paraglider is oriented accordingly for its intended, regular operation. The figures are generally not to scale. They show:

[0051] Figure 1 is a schematic side view of an embodiment of a paraglider according to the invention for transporting a load in flight without a load.

[0052] Figure 2 is a schematic side view of the paraglider from Fig. 1 in approach with attached load; Figure 3 is a schematic side view of the paraglider from Fig. 1 in a shooting position during the loading of the load.

[0053] Figure 4 shows a schematic side view of the paraglider from Fig. 1 in a

[0054] Setting position when setting down the load in moderate winds,

[0055] Figure 5 shows a schematic side view of the paraglider from Fig. 1 in a

[0056] Setting position when setting down the load in light winds,

[0057] Figure 6 shows a schematic flowchart of an embodiment of a transport method according to the invention and

[0058] Figure 7 shows a schematic block diagram of an embodiment of a paraglider control unit according to the invention.

[0059] Figure 1 schematically depicts an embodiment of a paraglider 20 according to the invention for transporting loads in flight without a load. The paraglider 20 comprises a wing 21 or canopy 21 and a landing gear 22, which is suspended from the wing 21 by means of lines 27, 28, 29. In addition to a load-bearing tubular structure 38, the landing gear 22 has three wheels 37 attached to it, with which the paraglider 20 can roll on the ground during takeoff and landing. The wing 21 is essentially elliptical in shape and comprises a textile lower surface and a textile upper surface, between which storage compartments are arranged perpendicular to the first principal axis of the ellipse in a flight direction FR. Since storage compartments extend in the flight direction FR, they are held stable in normal flight by the airflow or dynamic pressure.

[0060] The paraglider 20 further comprises a paraglider drive 34, 35, which, viewed in the direction of flight FR, is arranged at the rear end of the landing gear 22. The paraglider drive 34, 35 includes an electric motor 34, which is powered by a battery pack (not shown here), and a rotor 35, which is driven by the electric motor 34 at the required speed as needed.

[0061] The paraglider 20 further comprises a transport device 23 with a lifting device 24, which is designed as a winch 24 with a load cell (not shown) for measuring the lifting force. The transport device 23 also includes a rope 25 as a connecting element 25, a hook 26 as a coupling means 26, and an autonomously navigable drone 40, which is designed as a quadcopter 40 and has its own drone control unit 42. By means of the rope 25, the drone 40 and the hook 26 rigidly connected to it can be deployed and retracted relative to the rest of the paraglider 20 by actuating the winch 24. In normal flight and also in a transport phase described later, the drone is held on the paraglider 20 by means of the rope 25 and its own propulsion systems are not active.

[0062] The lines 27, 28, 29 of the paraglider 20 include, among other things, control lines 27 and brake lines 27, which are connected to a rear section of the wing 21, B-lines 28, which are connected to a middle section of the wing 21, and A-lines 29, which are connected to a front section of the wing 21. The flight characteristics of the paraglider 20 can be controlled by means of the individual lines 27, 28, 29, as will be explained in more detail later with reference to individual flight phases. For this purpose, the lines 27, 28, 29 are motor-operated, namely the brake lines 27 of both sides each by means of a brake line actuator 31, the B lines 28 of both sides each by means of a B line actuator 32, and the A lines 29 of both sides each by means of an A line actuator 33. The actuators 31, 32, 33 are mounted on the tubular structure 38 of the chassis 22.They can be used to regulate the length of lines 27, 28, 29 and the tension on the lines.

[0063] For control, the paraglider 20 has a paraglider control unit 30, which is arranged on the tubular frame 38. The paraglider control unit 30 is described in more detail below with reference to Fig. 7.

[0064] The paraglider control unit 30 includes a data input interface 64, which is configured to receive all necessary input data. The input data includes, for example, data on the rotational speed of the electric motor 34, the altitude, position, and speed of the paraglider 20, the length of rope released and the lifting force acting on the lifting device 24, the positions of actuators 31, 32, 33, the coupling state of the coupling device, the wind direction WR and wind speed, the weight and the pickup and drop positions of the load 50, or the like. While the load-related data is transmitted only once for load transport, the other data is preferably retrieved continuously via the data input interface 64 and also continuously transmitted by corresponding external sensors.The paraglider control unit 30 has an optimization module 65 and a control module 66, to which the input data is transmitted. The optimization module 65 uses data such as the load's pickup position as a GPS coordinate, the wind speed, the wind direction WR, the weight of the load 50, and / or the paraglider's trim speed 20 to optimize the approach or approach route to the pickup position AP. This allows the lifting force corresponding to the load to be advantageously achieved at the pickup position without exceeding the paraglider's critical or permissible operating limits, i.e., without causing a stall. To optimize the approach direction or...For example, simulations can be performed for the approach route that take into account the remaining parameters, such as the rotational speed of the electric motor 34, the altitude, the position and speed of the paraglider 20, the length of rope released and the lifting force acting on the lifting device 24, the positions of the actuators 31, 32, 33, etc., so that it is essentially an algorithm-based optimization. This optimization can be performed again if one or more parameter values ​​change in a way that is essential for the control of the paraglider 20.

[0065] The control module 66 controls the paraglider 20 before, during, and after the approach. For this purpose, the control module 66 receives the optimized approach route with its associated parameter values ​​from the optimization module 65 as target values ​​for controlling the paraglider 20. These are continuously compared with the actual values ​​received via the input data interface 64. Using known control methods, the control module 66 generates control signals based on this information, which are output via the output interfaces 61, 62, 63, and 64. The output interface 61 is designed as a control interface 61 and is subdivided into a brake line interface 61a for controlling the brake line actuators 31, a B-line interface 61b for controlling the B-line actuators 32, an A-line interface 61c for controlling the A-line actuators 33, and a drive interface 61d for controlling the electric motor 34.Furthermore, the paraglider control unit 30 has a coupling interface 62 for controlling or locking the coupling device 26, a lifting interface 63 for controlling the length of the rope 25 or the lifting force exerted on the load 50 by means of the rope 25, and a drone interface 67 for sending control signals to the drone 40. The control signals for the drone 40 are then processed by the drone control unit 42. All interfaces 61, 62, 63, 64, and 67 can be wired or wireless.

[0066] Based on the flowchart of an embodiment of a transport method according to the invention for transporting a load 50 by means of the paraglider 20 shown in Fig. 6, the individual process steps are described in more detail below, partly with reference to Figures 2 to 5. The curly bracket marked I summarizes steps i to vi, which describe the loading of the load, while the curly bracket marked II summarizes steps viii to xii, which describe the setting down of the load.

[0067] In a first step, essential input data for approach planning is determined or received via a telecommunications, network, or radio connection. This includes, for example, the pickup position (AP), which can be transmitted using a GPS transmitter attached to the load, as well as wind speed and direction (WR) at the pickup position (AP), which can be obtained, for example, from a weather service. Additionally, the weight of the load (50) is determined, for example, by being transmitted as input when creating the transport order.

[0068] In a second step ii, as already described using the optimization module 65, an optimized approach route is determined based on the input data.

[0069] In a third step iii, the approach is then carried out according to the optimized approach route. Additional flight-relevant input data is used, such as the position, speed, and acceleration, as well as the angular position, angular velocity, and angular acceleration of the paraglider. This data is acquired, for example, by means of one or more inertial measurement units (IMUs), an altimeter (as described above), and / or a GPS sensor. Furthermore, as already described with reference to the control module 66, additional input data is acquired, and corresponding control signals are output to the respective components by the paraglider control unit 30. During the approach, the angle of attack A of the paraglider is kept as constant as possible. However, in certain flight situations or under specific wind conditions, the angle of attack can be changed if necessary.Preferably during approach iii, the fourth step of coupling iv also takes place using the autonomous drone 40, as soon as the paraglider 20 is at a suitable distance d from the load 50 or the recording position AP (see also Fig. 2). The drone 40 can navigate autonomously to the coupling point using its drone control unit 42. For this purpose, for example, the GPS coordinates of the load 50 are used first, and for the precise approach to the target in the area of ​​the load, distance sensors or optical target recognition, e.g., by means of optical markers, which are arranged on the load 50 or on the recording element 41 attached to it, are additionally used. The coupling means 26 and the recording element 41 can, for example, be designed as a hook and eye. As soon as the coupling means 26 and the recording element 41 are connected or hooked together and, for example,Initially held in place by the action of the drone, this connection is preferably secured for transport by means of a motorized mechanism. Thus, the rope 25 is also firmly connected to the load 50.

[0070] In the fifth step v, the approach continues to the pickup position AP, preferably essentially against the wind direction WR. The lifting device 24 is controlled according to the paraglider control unit 30, such that it continuously shortens the length 11 of the cable 25 coupled to the load 50 and simultaneously increases the applied lifting force. The increase in lifting force preferably follows a force curve adapted to the ambient conditions, and is particularly preferably essentially linear, until the pickup position AP is reached, in which the paraglider 20 is located essentially vertically above the load 50.

[0071] Precisely in the receiving position AP (see Figure 3) – and not before – the lifting force is equal to or greater than the weight of the load 50. This constitutes the next step vi, namely the receiving of the load. Due to the prior control of the lifting force by means of the lifting device 24, the load 50 advantageously lifts off essentially vertically from the ground precisely when the paraglider is in the receiving position AP. The length I2 of the rope 25 is shortened in the receiving position AP of Figure 3 compared to Figure 2, proportionally to the distance d traveled compared to the previous length 11.

[0072] For the next step vii of the transport phase, the length I2 of the rope 25 can be further shortened by means of the lifting device 24 in order to avoid or at least reduce unwanted swinging of the load 50. Preferably, the load 50 can be held or secured for further transport towards the drop-off position LP by completely retracting the rope 25 into a holder on the paraglider 20.

[0073] Step viii begins the unloading process. First, the coordinates of the unloading position LP are determined or transferred according to the transport order. In addition, the other data are transmitted to the paraglider control unit 30, analogous to step i.

[0074] For the release of the load 50, the influence of wind direction and wind speed, and their relationship to the stall speed of the paraglider 20, are particularly important. Accordingly, these input data are primarily considered when planning the approach to the release position LP. The planning and optimization of the approach to the release position LP takes place in step ix, otherwise essentially analogous to the planning of the approach to the pickup position AP (see step ii).

[0075] The approach to the drop-off position LP in step x is largely analogous to the approach to the pick-up position AP (see step iii). However, the load 50 remains attached to the paraglider, so further attachment (see step iv) is not necessary. Furthermore, during the subsequent approach (see step v), the rope 25 is not reeled in, nor is the lifting force increased; instead, the rope is unwound or released a short distance, if necessary, for the subsequent drop-off (see step xi, xi'').

[0076] The deployment step xi ' , xi“, xi differs depending on the wind conditions prevailing at the deployment position LP. The deployment process is controlled in each case by the paraglider control unit 30, which controls the individual components in a control process according to the target and actual values.

[0077] In moderate winds, i.e., a wind speed that is a safety margin above the stall speed of the paraglider 20, the paraglider 20 is controlled in variant xi' so that it remains essentially at a constant altitude above the drop-off position LP (see Figure 4). This means that the flight direction FR of the paraglider 20 is essentially aligned opposite to the wind direction WR, and any descent of the paraglider 20 is compensated for by additional lift generated by the paraglider propulsion system 34, 35. The load 50 can then be easily lowered to the ground using the lifting device 24 by unwinding the rope 25 at a speed of, for example, 2 m / s. This speed is generally safe even for sensitive loads 50. In this way, the load 50 can be precisely positioned at the drop-off position LP.

[0078] In light wind conditions, i.e., at a wind speed below the stall speed of the paraglider 20, a B-stall is initiated in variant xi” so that the paraglider 20 and the load 50 descend essentially vertically. The B-stall is initiated by pulling on the B-lines, which deforms the profile of the wing 21 of the paraglider 20 on the upper surface (see Figure 5) until the airflow separates and thus virtually no dynamic lift remains. However, the paraglider 20 remains largely shape-stable due to the launch pressure. During the B-stall, the paraglider 20 moves in a “stall” at a speed of approximately 5 to 10 m / s, essentially vertically downwards. To compensate for the sinking speed when the load 50 hits the ground, the rope 25, which was previously unrolled to a length of I4 during the approach, is pulled in when the load 50 is set down, so that the load 50 falls at an effective speed of approximatelyimpacts the ground at 2 m / s. As mentioned above, this is also harmless for most sensitive loads 50. Any positional displacement caused by the (albeit slight) wind can be counteracted by means of the paraglider drive 34, 35, provided the paraglider is oriented against the wind direction. In this way, the load 50 can be precisely positioned at the drop-off position LP even at low wind speeds.

[0079] In light to moderate winds, i.e., at a wind speed within the safety margin above the stall speed of the paraglider 20, the airfoil profile 21 of the paraglider 20 is shaped in variant xi“' by means of the A-lines 29 of the paraglider 20 in such a way as to reduce the stall speed. By shortening the A-lines 29, the airfoil profile is thus shaped to take on the form of a hollow profile or slow-flight profile. However, this is accompanied by a certain loss of lift, which must be compensated for all the more by the paraglider propulsion 34, 35. Therefore, this maneuver is preferably only used when the wind speed is close to the stall point. Otherwise, the landing is carried out as already described for variant xi ', whereby, if necessary, the previously unwound rope 25 is retrieved, as in variant xi“, to compensate for the impact speed of the load 50 on the ground.The load 50 can thus be precisely positioned at the drop point LP. After the load 50 has been placed on the ground, in step xii the coupling device 26 is decoupled from the receiving element 41. The motor-operated mechanism is actuated and released by the paraglider control unit 30. The connection between the coupling device 26 and the receiving element 41, which is merely hooked in place, can therefore detach itself, for example, automatically or due to gravity.

[0080] By decoupling, the rope 25 is now free from the load 50 and can be retrieved by means of the lifting device 24 for the further flight of the paraglider 20 including the flying drone 40.

[0081] Finally, it should be noted once again that the invention described in detail above merely represents exemplary embodiments, which can be modified in various ways by a person skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "a" or "an" does not preclude the possibility that the features in question may be present multiple times. Likewise, terms such as "unit" do not preclude the possibility that the components in question consist of several interacting sub-components, which may also be spatially distributed. Regardless of the grammatical gender of a particular term, persons of male, female, or other gender identities are included.

[0082] Reference symbol list

[0083] 20 paragliders

[0084] 21, 21' wing, canopy

[0085] 22 chassis

[0086] 23 Transport device

[0087] 24 Lifting device, winch

[0088] 25 Connecting element, rope

[0089] 26 coupling devices, hooks

[0090] 27 Brake line, steering line

[0091] 28 B-lines

[0092] 29 A-lines

[0093] 30 Paraglider control unit

[0094] 31 Brake line actuator

[0095] 32 B-line actuator

[0096] 33 A-line actuator

[0097] 34, 35 Paraglider propulsion

[0098] 34 Electric motor

[0099] 35 Rotor

[0100] 37 wheel

[0101] 38 Pipe construction

[0102] 40 flying drones, quadcopters

[0103] 42 Drone control unit

[0104] 50 Last

[0105] 61 Control interface

[0106] 61a Brake line interface

[0107] 61b B-line interface

[0108] 61c A-line interface

[0109] 61 d Drive interface

[0110] 62 Coupling interface

[0111] 63 Hub interface

[0112] 64 Data input interface

[0113] 65 Optimization module

[0114] 66 Control module

[0115] 67 Drone interface A Angle of attack

[0116] AP recording position d distance

[0117] FR Flight direction 11, 12, 13, 14 Length

[0118] LP drop-off position

[0119] WR Wind direction

[0120] I Load lifting II Load setting i, ii, ... , xiii Procedure steps

Claims

Patent claims 1. Transport method for transporting a load (50) by means of a paraglider (20) with a transport device (23) comprising a lifting device (24) with a connecting element (25) and a coupling means (26), comprising at least the following steps: - Approach (iii) to a receiving position (AP) of the load (50) using the paraglider (20), - Coupling (iv) the coupling means (26) to the load (50) before or during the approach (iii) and - Adjusting (v) a lifting force exerted on the load (50) by means of the connecting element (25) up to the receiving position (AP) in which the paraglider (20) is located substantially vertically above the load (50), wherein the lifting force is regulated by means of the lifting device (24) so ​​that in the receiving position (AP) it is equal to or greater than the weight of the load (50).

2. Transport method according to claim 1, wherein the coupling means (26) is brought to the load (50) for coupling (iv) by means of a flying drone (40) which can be navigated independently of the paraglider (20).

3. Transport method according to one of the preceding claims, wherein the coupling means (26) is coupled to the load (50) before the paraglider (20) is launched and the load (50) preferably serves as an anchor point for a winch launch of the paraglider (20).

4. Transport method according to one of the preceding claims, wherein the lifting force exerted on the connecting element (25) is adapted, preferably in a substantially linear manner, by means of the lifting device (24) essentially according to a force curve adapted to the ambient conditions.

5. Transport method according to one of the preceding claims, wherein the approach altitude of the paraglider (20) is kept constant, preferably by means of a controlled thrust of a drive (34, 35).

6. Transport method according to one of the preceding claims, wherein an approach direction (FR) depends on a wind speed, a wind direction (WR), the weight of the load (50) and / or a trim speed of the paraglider (20) optimized and determined (ii) and the paraglider (20) is controlled accordingly for the approach (iii).

7. Transport method, in particular according to one of the preceding claims, for transporting a load (50) by means of a paraglider (20) with a transport device (23) comprising a lifting device (24) with a connecting element (25) and a coupling means (26), comprising at least the following steps: - Approach (x) to a drop zone (LP), - Deployment (xi) of the load (50) at the deployment position (LP), wherein, at a wind speed below a stall speed of the paraglider (20), a flight maneuver for a controlled stall, in particular a B-stall, is initiated so that the paraglider (20) and the load (50) descend vertically and - Decoupling (xii) of the detached load (50) by means of the coupling device (26).

8. Transport method according to claim 7, wherein when setting down (xi) the load (50) at a wind speed which is a safety margin above the stall speed of the paraglider (20), the paraglider (20) is controlled such that it is at a substantially constant height above the drop-off position (LP).

9. Transport method according to claim 7, wherein when setting down (xi) the load (50) at a wind speed which is a safety margin above the stall speed of the paraglider (20), a flight maneuver for a controlled stall, in particular a B-stall, is initiated, so that the paraglider (20) and the load (50) descend vertically.

10. Transport method according to one of the preceding claims, wherein when setting down (xi) the load (50) at a wind speed which is within the safety margin above the stall speed of the paraglider (20), a profile of the paraglider (20) is formed by means of A-lines (29) of the paraglider (20) such that the stall speed is reduced.

11. Transport method according to one of the preceding claims, wherein the approach (iii, x) is made against the wind direction (WR).

12. Paraglider control unit (30) for controlling a paraglider (20) for transporting a load, wherein the paraglider (20) has a transport device (23) comprising a lifting device (24) with a connecting element (25) and a coupling means (26), and the control unit comprises at least the following components: - a control interface (61) for controlling an approach (iii) to a pickup position (AP) of the load (50) using the paraglider (20), - a coupling interface (62) for coupling (iv) the coupling means (26) to the load (50) before or during the approach (iii) and - a lifting interface (63) for adjusting a lifting force exerted on the load (50) by means of the connecting element (25) up to the receiving position (AP) in which the paraglider (20) is located substantially vertically above the load (50), wherein the lifting force is regulated by means of the lifting device (24) so ​​that it is equal to or greater than the weight of the load (50) in the receiving position (AP).

13. Paraglider (20) for cargo transport, comprising a paraglider control unit (30) according to claim 12.

14. Computer program product comprising a computer program which can be directly loaded into a storage device of a paraglider control unit (30), comprising program sections to execute all steps of a method according to any one of claims 1 to 11 when the computer program is executed in the paraglider control unit (30).

15. Computer-readable medium on which program sections readable and executable by a computer unit are stored in order to execute all steps of a method according to any one of claims 1 to 11 when the program sections are executed by the computer unit.

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