Crash detection apparatus, aircraft comprising such a crash detection apparatus, and method for detecting an aircraft crash

Abstract

The invention relates to a crash detection apparatus (1) for an aircraft (100), preferably for an eVTOL aircraft (100), the crash detection apparatus (1) comprising: a fastening device (2), which can be connected to an aircraft component (101) of the aircraft (100) and to an aircraft structure (102) of the aircraft (100) in order to fasten, preferably substantially immovably fasten, the aircraft component (101) to the aircraft structure (102), wherein the fastening device (2) is designed, in the event of a crash of the aircraft (100), to permit a relative movement (R) of the aircraft component (101), preferably a directed, guided and / or translational relative movement (R) of the aircraft component (101), in relation to the aircraft structure (102); and a detection device (6), which is designed to detect the relative movement (R) of the aircraft component (101) in relation to the aircraft structure (102) in the event of a crash of the aircraft (100) and to output a crash signal on the basis of said detection.

Description

[0001] Crash detection device, aircraft with such a crash detection device and method for detecting an aircraft crash

[0002] Technical field

[0003] The present invention relates to a crash detection device for an aircraft, wherein the crash detection device essentially comprises a fastening device for attaching an aircraft component to an aircraft structure and a detection device for detecting a relative movement of the aircraft component with respect to the aircraft structure.

[0004] The invention also relates to an aircraft, in particular an eVTOL aircraft, wherein the aircraft has a crash detection device according to the invention.

[0005] The present invention also includes a method for detecting an aircraft crash, preferably by means of the aforementioned crash detection device.

[0006] State of the art

[0007] For aviation law and safety reasons, it is necessary for an aircraft to have technical means that ensure that, following a crash and / or emergency landing, no further consequential damage occurs that could further endanger the life and health of the occupants. For electrically powered aircraft capable of vertical take-off and landing (eVTOL), for example, it must be ensured that the rotors are not actively driven after a crash. This prevents consequential damage, such as that caused by rapidly spinning rotors. To guarantee this, a crash must be detected reliably, and in particular, without errors.For the purposes of this invention, the term "crash" refers to an unusual landing behavior of the aircraft in which the permissible g-forces are exceeded many times over.

[0008] The known fall detection devices utilize the extreme acceleration values ​​during a fall and detect when permissible accelerations are exceeded. Alternative fall detection devices employ altimeters, such as radar altimeters. These altimeters can then detect excessively high descent rates near the ground.

[0009] The crash detection systems known from the prior art generally require highly sensitive and complex sensors. This results in known crash detection systems being expensive and / or complex to manufacture. Integrating these systems into an aircraft is also not trivial. Furthermore, the complexity of the sensors increases the susceptibility of the crash detection systems to errors, which is also undesirable.

[0010] Description of the invention

[0011] It is therefore an object of the present invention to satisfy the aforementioned needs and / or to eliminate the disadvantages associated with the prior art. In particular, it is an object of the present invention to provide a reliable and cost-effective device for detecting an aircraft crash, which can be integrated into an aircraft as easily as possible.

[0012] This problem is solved by a crash detection device according to claim 1. Advantageous embodiments of the crash detection device according to the invention are the subject of the dependent claims and / or are explained in the following description. According to the invention, a crash detection device is proposed which is designed for use in an aircraft, in particular in an eVTOL aircraft. The crash detection device comprises a mounting device and a detection device.

[0013] The mounting device can be connected to an aircraft component. This aircraft component can be, for example, a seat in the aircraft, in particular a pilot and / or passenger seat. Alternatively or additionally, the aircraft component can be a battery or battery module of the aircraft. Advantageously, the aircraft component has a relatively high weight, preferably >30 kg, particularly preferably >50 kg, in order to exhibit a certain degree of inertia in the event of a crash.

[0014] Simultaneously, the fastening device can be connected to a structure of the aircraft (aircraft structure). By simultaneously connecting the fastening device to the aircraft component and the aircraft structure, the aircraft component can be attached to the aircraft structure via the fastening device. Preferably, the fastening device is designed to secure the aircraft component in a substantially immobile manner. This means that, during normal operation of the aircraft, only desired movements of the aircraft component relative to the aircraft structure are possible, for example, adjusting the height of the pilot's seat on the ground to adapt the seating position to the pilot's height.

[0015] For the purposes of this invention, the term "aircraft structure" refers to all rigid structural parts of the aircraft, in particular all rigid structural parts of the aircraft fuselage. Preferably, the structural parts are arranged in relation to the aircraft component such that, in the event of a crash, the structural parts strike the ground in front of the aircraft component.

[0016] In the event of an aircraft crash, the fastening device is designed to allow relative movement of the aircraft component with respect to the aircraft structure. Preferably, the fastening device permits only directed, guided, and / or translational relative movement of the aircraft component with respect to the aircraft structure. In other words, the aforementioned relative movement of the aircraft component with respect to the aircraft structure is permitted only in the event of an aircraft crash, whereas the same relative movement is not possible or permitted during normal aircraft operation, preferably prevented by the fastening device. The relative movement can, for example, be a translational, particularly linear, movement of the aircraft component with respect to the aircraft structure.

[0017] Advantageously, the fastening device can have a first part rigidly connected to the aircraft component and a second part rigidly connected to the aircraft structure. Relative movement of the first part of the fastening device relative to the second part of the fastening device can correlate with the relative movement of the aircraft component with respect to the aircraft structure.

[0018] According to the invention, the detection device is configured to detect the relative movement of the aircraft component with respect to the aircraft structure. When the detection device detects such relative movement, it is configured to output a corresponding crash signal. Preferably, the detection device detects relative movement of the part of the fastening device rigidly connected to the aircraft component with respect to the part of the fastening device rigidly connected to the aircraft structure.

[0019] The crash detection device according to the invention has the advantage that, due to its mounting device, it can be easily and modularly attached or inserted between an aircraft component and the aircraft structure. The crash detection device is easy to integrate into an aircraft. Furthermore, the crash detection device according to the invention has the advantage that a crash of the aircraft can be reliably detected by means of the detection device, because the relative movement detected by the detection device occurs exclusively during a crash.

[0020] In an advantageous embodiment of the crash detection device, the fastening device includes a retaining element. Preferably, the retaining element is designed to lock the aircraft component relative to the aircraft structure during normal operation, in particular to restrict the freedom of movement of the aircraft component relative to the aircraft structure in at least one degree of freedom during normal operation. Preferably, the retaining element is destructible upon an aircraft crash. This means that the retaining element is the part of the fastening device that yields first and / or is the first to be permanently deformed, in particular to break, upon an aircraft crash. For example, the retaining element can have a predetermined breaking point at which it is destroyed upon an aircraft crash. The retaining element can, for example, be a shear bolt.The destruction of the holding device during an aircraft crash can release the aircraft component through the fastening device, particularly the holding device, in such a way that the aircraft component performs the relative movement described above with respect to the aircraft structure. In other words, the degree of freedom restricted by the holding device during normal operation is released upon the aircraft crash due to the destruction of the holding device. The first part of the fastening device, which is rigidly connected to the aircraft component, can be mechanically connected to the second part of the fastening device, which is rigidly connected to the aircraft structure, via the holding device.

[0021] Preferably, the destruction of the holding device during an aircraft crash is caused by a force. This force can result from the inertia and / or kinetic energy of the aircraft component. In other words, the holding device can transfer the loads occurring during normal aircraft operation from the aircraft component directly and / or indirectly, for example via other parts of the fastening system, to the aircraft structure. These loads are exceeded many times over during an aircraft crash. This load overload during the crash preferably leads to the destruction of the holding device.

[0022] Further developing the fastening device with a holding element can advantageously enable the release of relative movement in the event of an aircraft crash to be achieved using simple mechanical means. During the design phase of the holding element, it can be defined simply and cost-effectively at what load threshold the relative movement of the aircraft component with respect to the aircraft structure should be, or is, released. This can have the advantage of making the crash detection device particularly cost-effective to manufacture while simultaneously ensuring reliable functionality. In another exemplary embodiment of the crash detection device, the fastening device incorporates an energy absorption element.Preferably, the energy absorption device is designed to at least partially absorb the kinetic energy of the aircraft component, in particular the kinetic energy resulting from relative motion, during an aircraft crash. The energy absorption device can be arranged / designed such that it plastically deforms during relative motion of the aircraft component with respect to the aircraft structure. The energy absorption device can, for example, be an energy damping / absorption system. The damping / absorption can be achieved by plastic deformation. This can be ensured, for example, by an aluminum tube on which rollers roll. During their rolling motion, the rollers can deform the aluminum tube, in particular flatten it, so that the kinetic energy is converted into deformation energy.

[0023] The energy absorption device can advantageously increase safety in addition to ensuring reliable crash detection, as it reduces the impact energy of the aircraft component. For example, if the aircraft component is an occupant seat, particularly a pilot's seat, the reduction of impact energy by the energy absorption device can be a life-saving measure for the occupant, especially the pilot. Similarly, if the aircraft component is a battery / battery module, the reduction of impact energy can significantly reduce the probability of the battery / battery module exploding.

[0024] In one exemplary embodiment, the fastening device may include a guide structure. Preferably, the guide structure is designed to guide the aircraft component during a crash. This means, in particular, that the direction of the relative movement of the aircraft component during a crash is defined or predetermined by the guide structure. The guide structure may, for example, consist of one or more guide rails, wherein the aircraft component and / or a part of the fastening device rigidly connected to the aircraft component slides along the guide rail during the execution of the relative movement. Advantageously, the guide structure can ensure that the aircraft component executes a predefined, in particular a directed and / or translational, relative movement during a crash.This can simplify the detection of relative motion by the detection device and / or increase the reliability of the detection.

[0025] In another exemplary embodiment, the detection device for detecting the relative movement between the aircraft component and the aircraft structure during a crash includes an electromechanical switch. For example, the switch can be a pull-pin switch. Preferably, the pull pin is designed and / or arranged such that, due to the relative movement of the aircraft component, the pull pin is pulled out of its anchorage, thereby actuating, triggering, and / or releasing an electrical switch. This can then cause the switch to output a crash signal, in particular an electrical crash signal. For example, the switch can close or open an electrical circuit, thus changing the current flow and / or voltage. This change can constitute the corresponding crash signal.

[0026] An electromechanical switch can advantageously enable the detection device to be manufactured very cost-effectively and simply. At the same time, an electromechanical switch increases the reliability of detecting relative motion, which directly improves the reliability of detecting an aircraft crash.

[0027] Additionally or alternatively, the detection device for detecting the relative movement between the aircraft component and the aircraft structure during an aircraft crash may include an electro-optical and / or electromagnetic motion sensor. The motion sensor may, in particular, be a proximity sensor.

[0028] Advantageously, the detection device comprises a first detection element and a second detection element. Each of the detection elements can be configured to detect relative motion between the aircraft component and the aircraft structure independently of the other detection element. For example, the detection device can include a first electromechanical switch and a second electromechanical switch that is independent of the first electromechanical switch. Preferably, the two detection elements are arranged in different positions and / or have different configurations. For example, the first detection element can be an electromechanical switch and the second detection element can be an electro-optical and / or electromagnetic motion sensor.

[0029] An embodiment with two detection elements provides redundancy, which increases the reliability of the detection device and, consequently, also of the crash detection device in a particularly advantageous way.

[0030] If the detection device has multiple, in particular two, detection elements, it can be configured to output a crash signal only when all detection elements detect relative movement between the aircraft component and the aircraft structure. This can advantageously reduce the probability of false crash detections, further increasing the reliability of the crash detection device.

[0031] In one exemplary embodiment, the crash detection device may include a response device. The response device may be connected to the detection device via signal communication, in particular to receive a crash signal issued by the detection device. Based on a received crash signal, the response device may be configured to restrict a functionality of the aircraft and / or trigger a crash function of the aircraft. For example, the electrical isolation of an aircraft battery / battery module from an aircraft electric motor may restrict the functionality of the aircraft. The battery / battery module could, in particular, be electrically isolated from the aircraft electric motors and / or busbars via fuses. Due to this isolation, the response device interrupts the aircraft's propulsion system.Alternatively or additionally, for example, the transmission of a distress signal or a rescue signal can trigger a crash response function of the aircraft. If the detection device can output multiple crash signals, for example, because the detection device has several detection elements that can independently detect relative movement of the aircraft component and each output its own crash signal, the response device advantageously has a decision logic. Preferably, the decision logic is designed such that the response device restricts the functionality of the aircraft and / or triggers a crash response function of the aircraft only if both detection elements output a crash signal and the response device receives a crash signal from both detection elements.

[0032] A response device can advantageously enable the automatic activation of aircraft safety measures in addition to mere crash detection. This has the advantage that the crash detection device can also actively contribute to the aircraft's safety.

[0033] The problem stated at the outset of the invention is also solved with an aircraft according to claim 9. Advantageous further developments of the aircraft according to the invention are the subject of the corresponding dependent claims and / or are explained in the following description.

[0034] According to the invention, an aircraft is proposed which has at least one embodiment / further development of the crash detection device according to the aforementioned embodiments. Accordingly, all the aforementioned features, combinations of features, and the respective advantages associated with them are also transferable to the aircraft according to the invention, or at least transferable in an analogous manner. The aircraft according to the invention realizes the same inventive idea as the crash detection device.

[0035] The aircraft according to the invention can in particular be an electrically powered, preferably exclusively electrically powered, aircraft. The aircraft is preferably designed for vertical take-off and landing. The aircraft can be an "electrical Vertical Take-off and Landing" (eVTOL) aircraft.

[0036] The aircraft has at least one battery and / or battery module, the battery module preferably comprising several battery cells. The battery / battery module is configured to provide electrical energy for the aircraft, in particular for at least one electric motor. Preferably, the at least one electric motor is electrically connectable to and / or connected to the battery / battery module in order to transfer the electrical energy from the battery / battery module to the electric motor.

[0037] The aircraft also features several propulsion devices that generate lift and / or thrust. These propulsion devices can, for example, be designed as propellers / rotors. The propulsion devices are designed to generate lift for the aircraft. When the rotors rotate, they preferably generate a lift force—that is, a vertical thrust force—which enables the aircraft to take off vertically, land, and / or hover. Alternatively or additionally, the propulsion devices can be designed to generate thrust. This means that the propulsion devices can generate an acceleration force—that is, a horizontal thrust force—which accelerates the aircraft in a forward direction. Preferably, each of the propulsion devices is driven by a corresponding electric motor.

[0038] In an advantageous embodiment of the aircraft according to the invention, the aircraft component is an aircraft passenger seat, preferably a pilot seat. Alternatively or additionally, the battery / battery module can be the aircraft component.

[0039] The problem stated at the outset is also solved by a method according to claim 10. Advantageous further developments of the method according to the invention are the subject of the corresponding dependent claims and / or are explained in the following description.

[0040] The method according to the invention essentially reflects only the functional processes of the drive device described above. Accordingly, all the aforementioned features, combinations of features, and the respective associated functions and advantages are also transferable to the method according to the invention, or at least transferable in an analogous manner. The method according to the invention realizes the same inventive idea as the fall detection device.

[0041] The method according to the invention comprises the following process steps: (a) fixing an aircraft component relative to an aircraft structure with a fastening device, wherein

[0042] (b) the fastening device allows, in the event of an aircraft crash, a relative movement of the aircraft component, preferably a directed, guided and / or translational relative movement of the aircraft component, with respect to the aircraft structure;

[0043] (c) Detecting the relative motion of the aircraft component with respect to the aircraft structure using a detection device; and

[0044] (d) Output of a crash signal by the detection device when a relative movement of the aircraft component in relation to the aircraft structure is detected.

[0045] In an advantageous embodiment of the method according to the invention, several lift- and / or thrust-generating propulsion devices of the aircraft are electrically driven. If a crash signal is sent and / or received, the electrical power supply to the propulsion devices can be interrupted by a reaction device.

[0046] Alternatively or additionally, the energy supply to the drive devices can only be interrupted by the reaction device when several, preferably two, crash signals are received by the reaction device.

[0047] The invention, as well as advantageous embodiments of the invention, can also be described by the following aspects. The features listed in these aspects can be combined with the aforementioned features as desired, provided this is technically sensible and appropriate.

[0048] Aspect 1: Crash detection device for an aircraft, preferably for an eVTOL aircraft, the crash detection device comprising:

[0049] a) a fastening device that can be connected to an aircraft component and an aircraft structure to fasten the aircraft component to the aircraft structure, preferably in a substantially immovable manner, wherein b) the fastening device is designed to allow relative movement of the aircraft component, preferably directed, guided and / or translational relative movement of the aircraft component, with respect to the aircraft structure in the event of an aircraft crash, and

[0050] c) a detection device designed to detect the relative movement of the aircraft component in relation to the aircraft structure when the aircraft crashes and to issue a crash signal based on the detection.

[0051] Aspect 2: Crash detection device according to aspect 1, wherein the fastening device comprises a destructible retaining means, preferably a shear bolt, and the retaining means locks the aircraft component relative to the aircraft structure during normal operation of the aircraft, wherein the retaining means is designed to be destructible in order to release the aircraft component in the event of a crash of the aircraft relative to the aircraft structure.

[0052] Aspect 3: Crash detection device according to aspect 2, wherein the fastening device is designed such that the holding means is destroyed during the crash of the aircraft by a force resulting from the inertia and / or kinetic energy of the aircraft component relative to the aircraft structure.

[0053] Aspect 4: Crash detection device according to one of the preceding aspects, wherein the fastening device includes an energy absorption device designed to absorb at least part of the kinetic energy of the aircraft component when the aircraft crashes.

[0054] Aspect 5: Crash detection device according to Aspect 4, wherein the energy absorption device is configured to deform at least partially in plasticity in order to absorb the kinetic energy of the aircraft component during the aircraft crash. Aspect 6: Crash detection device according to any of the preceding aspects, wherein the fastening device has a guide structure and the guide structure is configured to guide the aircraft component during the aircraft crash such that the aircraft component performs a directed translational relative motion with respect to the aircraft structure.

[0055] Aspect 7: Crash detection device according to one of the preceding aspects, wherein the detection device for detecting the relative motion between the aircraft component and the aircraft structure comprises an electromechanical switch, preferably a pull-pin switch.

[0056] Aspect 8: Crash detection device according to one of the preceding aspects, wherein the detection device for detecting the relative motion between the aircraft component and the aircraft structure comprises an electro-optical and / or electromagnetic motion sensor, preferably an electro-optical and / or electromagnetic proximity sensor.

[0057] Aspect 9: Crash detection device according to one of the preceding aspects, wherein the detection device comprises a first detection element and a second detection element, each of the detection elements being configured independently of the other detection element to detect relative motion between the aircraft component and the aircraft structure.

[0058] Aspect 10: Crash detection device according to aspect 9, wherein the detection device is designed to output a crash signal only when all detection elements detect a relative movement between the aircraft component and the aircraft structure.

[0059] Aspect 11: A crash detection device according to any of the preceding aspects, wherein the crash detection device comprises a response device that is signal-communicating with the detection device, the response device being configured to receive the crash signal and, based on the received crash signal, to restrict a functionality of the aircraft and / or to trigger a crash functionality of the aircraft. Aspect 12: A crash detection device according to aspect 11, wherein the response device is configured to interrupt the propulsion system of the aircraft, preferably to disconnect a battery from one or more electric motors of the aircraft, when the response device receives a crash signal from the detection device.

[0060] Aspect 13: Aircraft, preferably an eVTOL aircraft, with a crash detection device according to one of the preceding aspects.

[0061] Aspect 14: Aircraft according to aspect 13, wherein the aircraft component is an aircraft occupant seat, preferably a pilot seat, and / or a battery module.

[0062] Aspect 15: Aircraft according to aspect 13 or 14 in combination with one of aspects 11 or 12, wherein the aircraft

[0063] a) at least one battery module, preferably several battery modules, for providing electrical energy to several electric motors, and b) several buoyancy- and / or propulsion-generating drive devices, preferably several propellers, and each of the drive devices is driven by one of the electric motors, wherein

[0064] c) the reaction device is designed to electrically isolate the battery module from the electric motors.

[0065] Aspect 16: Aircraft according to Aspect 15, wherein the battery module is electrically connected to the electric motors via the reaction device during normal operation of the aircraft.

[0066] Aspect 17: Procedure for detecting an aircraft crash, comprising the following procedural steps:

[0067] a) Fixing an aircraft component relative to an aircraft structure with a fastening device, wherein

[0068] b) the fastening device allows a relative movement of the aircraft component, preferably a directed, guided and / or translational relative movement of the aircraft component, with respect to the aircraft structure in the event of an aircraft crash, c) detecting the relative movement of the aircraft component with respect to the aircraft structure with a detection device, and d) outputting a crash signal by the detection device when a relative movement of the aircraft component with respect to the aircraft structure is detected.

[0069] Aspect 18: Method according to Aspect 17, wherein several lift- and / or propulsion-generating propulsion devices of the aircraft are electrically driven and the electrical power supply of the propulsion devices is interrupted by a reaction device upon receipt of a crash signal.

[0070] Aspect 19: Method according to aspect 18, wherein the reaction device must receive several, preferably two, crash signals before the electrical power supply to the drive devices is interrupted.

[0071] Brief description of the drawings

[0072] The various exemplary features described above can be combined with one another to the extent that this is technically sensible and appropriate. In particular, features disclosed in connection with a method can be combined with device features. Features disclosed in connection with a device can be combined with method features. Further combinable features, advantages, and embodiments of the invention will become apparent from the following description of exemplary embodiments and with reference to the figures. The figures show:

[0073] Figure 1 is a schematic representation of an embodiment of a crash detection device for an aircraft during normal operation of the aircraft; Figure 2 is a schematic representation of the embodiment of the crash detection device according to Figure 1 during an aircraft crash.

[0074] Figure 3 is a schematic representation of an aircraft with a crash detection device according to the embodiment shown in Figure 1, and

[0075] Figure 4 shows a flowchart for a procedure for detecting an aircraft crash.

[0076] Ways to implement the invention

[0077] Figure 1 shows a schematic representation of an embodiment of a crash detection device 1 for an aircraft 100, the aircraft 100 not being shown in Figure 1. The crash detection device 1 comprises a mounting device 2 and a detection device 6.

[0078] The fastening device 1 is designed to connect an aircraft component 101 of the aircraft 100 to an aircraft structure 102. Preferably, the aircraft component 101 is fastened to the aircraft structure 102 by the fastening device 1. In the embodiment shown in Figure 1, the aircraft component 101 is an occupant seat 101, in particular a pilot seat 101. In alternative embodiments, however, the aircraft component 101 can also be a battery module of the aircraft 100. The aircraft structure 102 can, for example, be formed by the aircraft fuselage 102, in particular by the cockpit floor 102.

[0079] The fastening device 2 is further designed to allow relative movement of the aircraft component 101 with respect to the aircraft structure 102 in the event of a crash of the aircraft 100. According to the embodiment shown in Figure 1, the fastening device 2 comprises a guide structure 5, an energy absorption device 4, and a retaining element 3. The guide structure 5 is rigidly connected to the aircraft structure 102. The energy absorption device 4 is rigidly connected to the aircraft component 101. The energy absorption device 4 is connected to the guide structure 5 via the retaining element 3 in such a way that the aircraft component 101 is essentially rigidly attached to the aircraft structure 102 during normal operation of the aircraft 100.

[0080] In the illustrated embodiment, the retaining element 3 is a shear bolt 3. The shear bolt 3 is designed to transfer the loads occurring during flight, for example, the g-forces introduced into the pilot's seat 101 by the pilot, from the aircraft component 101 to the aircraft structure 102. Specifically, the loads are transferred from the pilot's seat 101 to the aircraft structure 102 via the energy absorption device 4, the retaining element 3, and the guide structure 5. In the event of a crash of the aircraft 100, the retaining element 3, in particular the shear bolt 3, is designed to break. Reference is made to the following descriptions with regard to Figure 2.

[0081] The detection device 6 of the crash detection device 1 is configured to detect relative movement between the aircraft component 101 and the aircraft structure 102 in the event of a crash of the aircraft 100. Based on the detection of this relative movement, the detection device 6 can output a crash signal. In order to detect the relative movement between the aircraft component 101 and the aircraft structure 102 in the event of an aircraft crash, the detection device 6, in the embodiment shown in Figure 1, comprises two first detection elements 7 and a second detection element 8. Each of the detection elements 7, 8 is configured to detect the relative movement between the aircraft component 101 and the aircraft structure 102 independently of the other two detection elements 7, 8.

[0082] The first two detection elements 7 are arranged between the guide structure 5 and the energy absorption device 4. Independently of this, the two first detection elements 7 are each designed as electromechanical switches 7, in particular as pull-pin switches 7. In alternative embodiments, it is also conceivable that the detection device 6 has only one first detection element 7.

[0083] In the embodiment shown in Figure 1, the second detection element 8 is designed as an electro-optical motion sensor 8, in particular as an electro-optical proximity sensor 8. In alternative embodiments, it is also conceivable that the second detection element 8 is an electromagnetic motion sensor 8, in particular an electromagnetic proximity sensor 8.

[0084] Figure 2 shows a schematic representation of the aforementioned embodiment of the crash detection device 1 in the event of a crash of the aircraft 100.

[0085] In the event of a crash of aircraft 100, it can be assumed that the aircraft structure 102 impacts the ground before the aircraft component 101 and therefore experiences negative acceleration first. The aircraft component 101 thus has a higher kinetic energy than the aircraft structure 102, at least for a brief moment. The load or force on the holding element 3 resulting from the moment of inertia or kinetic energy of the aircraft component 101 is so great in a crash that the holding element 3 is destroyed. With the destruction of the holding element 3, the energy absorption device 4 is released with respect to the guide structure 5 in at least one degree of freedom. Conversely, a relative movement of the aircraft component 101 with respect to the aircraft structure 102 also becomes possible. The aircraft component 101 moves relative to the aircraft structure 102 in the direction R shown in Figure 2.

[0086] The guide structure 5 is preferably designed to guide the energy absorption device 4 and / or the aircraft component 101 such that the energy absorption device 4 and / or the aircraft component 101 perform(s) a directed, guided and / or translational relative movement with respect to the aircraft structure 100. For example, the guide structure 5 may have a rail structure (not shown in the figures) by which the energy absorption device 4 and / or the aircraft component 101 is / are guided during an aircraft crash.

[0087] The energy absorption device 4 is designed to at least partially absorb the excess kinetic energy of the aircraft component 101 during the crash of the aircraft 100. Preferably, the energy absorption device 4 absorbs the excess kinetic energy by at least partial plastic deformation, in particular by a guided finite linear deformation, for example, by rollers that flatten an aluminum tube. A simple compression of part of the energy absorption device 4, as shown in Figure 2, can also contribute to the absorption of the excess kinetic energy of the aircraft component 101. This can reduce the impact energy of the aircraft component 101 and, in particular, the impact energy of the pilot sitting in the pilot seat 101.

[0088] In the state of the crash detection device 1 shown in Figure 2, the detection device 6 will output at least one, preferably several, crash signals. This is because the first two detection elements 7 were triggered by the relative movement R of the aircraft component 101 with respect to the aircraft structure 102. The pull-pin switches 7 were pulled out of their anchorage by the relative movement R, thereby triggering an electrical switch (not shown) and outputting a crash signal.

[0089] The second detection element 8 will also detect a movement, in particular an approach, of the aircraft component 101 in relation to the aircraft structure 102 due to the relative movement R and will therefore issue a crash signal.

[0090] The crash detection device 1 according to the present embodiment also includes a reaction device 9, which is explained in more detail below with reference to the illustration in Figure 3.

[0091] Figure 3 shows an aircraft 100 with a crash detection device 1 according to the aforementioned embodiment. The aircraft 100 is designed as an eVTOL aircraft 100.

[0092] The aircraft 100 comprises several lift- and / or thrust-generating propulsion devices 105, in particular several propellers 105. Each of the propulsion devices 105 is driven by an electric motor 104. When the electric motors 104 drive the propulsion devices 105, the propulsion devices 105 rotate such that each of the propulsion devices 105 provides lift and / or (depending on the angle of attack of the aircraft 100) thrust for the aircraft 100. For the sake of clarity, not all propulsion devices 105 and not all electric motors 104 have been provided with reference numerals in the illustration in Figure 3. The electric motors 104 can be electrically connected to a battery module 104 via the aforementioned reaction device 9 of the crash detection device 1. The reaction device 9 is connected to the detection device 6 of the crash detection device 1 via signal communication.

[0093] In the embodiment shown in Figure 3, the reaction device 9 is designed as an electrical switch. As soon as the reaction device 9 receives a crash signal from the detection device 6, it disconnects the electrical connection between the electric motors 104 and the battery modules 103 (shown in Figure 3). This prevents an uncontrolled current flow between the battery modules 103 and the electric motors 104.

[0094] Figure 4 shows a flowchart of a procedure for a Procedure 200 for detecting an aircraft crash.

[0095] In procedure 200, a first step 201 ensures that the normal operation of an aircraft 100 (not shown in Figure 4) is guaranteed. Specifically, the first step 201 ensures that the aircraft component 101 is fixed relative to the aircraft structure 102 during normal operation of the aircraft 100 and that relative movement between the aircraft component 101 and the aircraft structure 102 is permitted in the event of a crash. Step 201 can also, for example, ensure that the reaction device 9 electrically connects the battery module 103 to the electric motors 104 during normal operation of the aircraft 100.

[0096] In a further process step 202, the crash of aircraft 100 is detected by the detection device 6. The crash is detected, in particular, by a first detection element 7 (process step 202.1) and by a second detection element 8 (process step 202.2). As soon as a crash is detected by one of the detection elements 7 or 8, a crash signal is output by the corresponding detection element 7 or 8. Process steps 202.1 and 202.2 are preferably carried out independently and separately from each other.

[0097] In a further process step 203, the reaction device 9 checks whether a crash signal has been issued by both detection elements 7 and 8, or whether the reaction device 9 has received a crash signal from both detection elements 7 and 8. If this is the case, the reaction device 9 interrupts the electrical connection between the battery module 103 and the electric motors 104 (process step 204). Alternatively or additionally, the reaction device 9 can send an emergency signal in process step 204, for example, to initiate an alarm or rescue chain. Reference numeral list

[0098] 1. Fall detection device

[0099] 2 Fastening device

[0100] 3 Holding devices / break bolts

[0101] 4 Energy absorption device

[0102] 5 Management structure

[0103] 6 Detection device

[0104] 7 first detection element

[0105] 8 second detection element

[0106] 9 Reaction unit

[0107] 10 signal-communicating connection

[0108] 11 electrical connection

[0109] 100 aircraft

[0110] 101 Aircraft component / Pilot seat

[0111] 102 Aircraft structure

[0112] 103 Battery module

[0113] 104 Electric motor

[0114] 105 Drive device / Propeller

[0115] 200 methods for detecting an aircraft crash

[0116] 201 Ensuring the normal operation of the aircraft

[0117] 202 Detecting a relative motion of the aircraft component with respect to the aircraft structure

[0118] 202.1 Detecting a relative movement of the aircraft component with respect to the aircraft structure using a first detection element

[0119] 202.2 Detecting a relative movement of the aircraft component with respect to the aircraft structure using a second detection element

[0120] 203 Comparison of crash signals

[0121] 204 Power supply interruption

[0122] R direction of relative motion

Claims

Claims 1. Crash detection device (1) for an aircraft (100), preferably for an eVTOL aircraft (100), the crash detection device (1) comprising: a) a fastening device (2) that can be connected to an aircraft component (101) of the aircraft (100) and an aircraft structure (102) of the aircraft (100) in order to fasten the aircraft component (101) to the aircraft structure (102), preferably in a substantially immovable manner, wherein b) the fastening device (2) is configured to allow a relative movement (R) of the aircraft component (101), preferably a directed, guided and / or translational relative movement (R) of the aircraft component (101), with respect to the aircraft structure (102) in the event of a crash of the aircraft (100), and c) a detection device (6) designed to detect the relative motion (R) of the aircraft component (101) in relation to the aircraft structure (102) when the aircraft (100) crashes and to output a crash signal based on the detection.

2. Crash detection device (1) according to claim 1, wherein the fastening device (2) comprises a destructible retaining means (3), preferably a shear bolt, and the retaining means (3) locks the aircraft component (101) in normal operation of the aircraft (100) relative to the aircraft structure (102), wherein the retaining means (3) is designed to be destructible in order to release the aircraft component (101) in the event of a crash of the aircraft (100) relative to the aircraft structure (102).

3. Crash detection device (1) according to claim 2, wherein the fastening device (2) is designed such that the holding means (3) is destroyed during the crash of the aircraft (100) by a force resulting from the inertia and / or the kinetic energy of the aircraft component (101) relative to the aircraft structure (102).

4. Crash detection device (1) according to one of the preceding claims, wherein the fastening device (2) has an energy absorption device (4) configured to absorb at least part of the kinetic energy of the aircraft component (101) when the aircraft (100) crashes.

5. Crash detection device (1) according to one of the preceding claims, wherein the fastening device (2) has a guide structure (5) and the guide structure (5) is configured to guide the aircraft component (101) during the crash of the aircraft (100) in such a way that the aircraft component (101) performs a directed translational relative movement (R) with respect to the aircraft structure (102).

6. Crash detection device (1) according to one of the preceding claims, wherein the detection device (6) for detecting the relative movement (R) between the aircraft component (101) and the aircraft structure (102) comprises an electromechanical switch (7), preferably a pull-pin switch (7).

7. Crash detection device (1) according to one of the preceding claims, wherein the detection device (6) comprises a first detection element (7) and a second detection element (8), wherein each of the detection elements (7, 8) is configured independently of the other detection element (7, 8) to detect a relative movement (R) between the aircraft component (101) and the aircraft structure (102).

8. Crash detection device (1) according to one of the preceding claims, wherein the crash detection device (1) has a reaction device (9) which is connected to the detection device (6) via signal communication, and wherein the reaction device (9) is configured to receive the crash signal in order to restrict a functionality of the aircraft (100) and / or to trigger a crash functionality of the aircraft (100) based on the received crash signal.

9. Aircraft (100), preferably an eVTOL aircraft (100), with a crash detection device (1) according to one of the preceding claims, wherein the aircraft (100) a) at least one battery module (103), preferably several battery modules (103), for providing electrical energy for several electric motors (104), and b) several buoyancy- and / or propulsion-generating drive devices (105), preferably several propellers (105), and each of the drive devices (105) is driven by one of the electric motors (104), wherein c) the reaction device (9) is designed to electrically disconnect the battery module (103) from the electric motors (104).

10. Procedure (200) for detecting an aircraft crash, comprising the following procedural steps: a) Fixing (201) an aircraft component (101) relative to an aircraft structure (102) with a fastening device (2), wherein b) the fastening device (2) allows a relative movement (R) of the aircraft component (101), preferably a directed, guided and / or translational relative movement (R) of the aircraft component (101), with respect to the aircraft structure (102) in the event of a crash of the aircraft (100), c) detecting (202) the relative movement (R) of the aircraft component (101) with respect to the aircraft structure (102) with a detection device (6), and d) outputting a crash signal by the detection device (6) when a relative movement (R) of the aircraft component (101) with respect to the aircraft structure (102) is detected.

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