Drone system for transporting a payload, and method for designing, producing, and operating same
By transforming into multiple aerodynamic configurations via structural element release, the drone system optimizes for specific flight states, addressing the dual optimization challenge and enhancing performance across phases.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- MACHTWISSEN DE
- Filing Date
- 2025-11-28
- Publication Date
- 2026-06-04
AI Technical Summary
Conventional drone systems face a conflict between optimizing for takeoff and climb phases versus cruise and mission phases due to differing aerodynamic requirements, leading to suboptimal performance in each phase.
The drone system can transform into multiple aerodynamic configurations by releasing structural elements, allowing it to be optimized for specific flight states, such as high lift-to-drag ratio for cruise and high agility for missions, through mechanisms like jettisoning wings or propulsion units.
This approach enables multi-point optimization, ensuring the drone system performs optimally across various flight phases with reduced fuel consumption and enhanced maneuverability.
Smart Images
Figure EP2025084769_04062026_PF_FP_ABST
Abstract
Description
[0001] Bremen, November 28, 2025 Our reference: MA10117-02 WO KGG / CHA / jga / fun
[0002] Applicant / Owner: achtWiSSen.de AG
[0003] Official file number: Subsequent registration machtWissen.de AG
[0004] Rosenheimer Straße 4, 28219 Bremen,
[0005] Drone system for transporting a payload, relating design, manufacturing and operating procedures
[0006] The invention relates to a drone system for transporting a payload, comprising a fuselage for accommodating the payload and a wing assembly connected to the fuselage, wherein the drone system has a first aerodynamic configuration formed by at least one structural element. Such drone systems, also referred to as unmanned aerial vehicles (UAVs) or unmanned aerial systems (UAS), are known from the prior art. These drone systems are aircraft that do not have a crew on board. The control and navigation of such drone systems is carried out remotely, for example along a definable flight path, or fully or partially autonomously.
[0007] Drone systems are currently typically optimized taking into account the payload to be carried, the required flight performance, and the intended flight states and conditions. A typical self-launching drone system goes through a series of flight phases and conditions, such as a takeoff phase, a subsequent climb, a cruise flight at a more or less stationary altitude, and a subsequent mission profile. A key challenge here is that, for example, an aerodynamic configuration that is optimal for the takeoff and climb phases may prove less optimal for stationary cruise flight or mission execution. For example, is it possible that...
[0008] *20250619567* While it is helpful in the takeoff phase to use an airfoil that generates sufficient lift to allow takeoff at lower airspeeds, it has proven advantageous in cruise flight to use an aerodynamic configuration with the highest possible ratio between the lift coefficient and the drag coefficient, the so-called glide ratio. This allows for the most efficient cruise flight possible with a given available propulsion energy, meaning the greatest possible distance or flight duration can be achieved with the existing fuel volume. In other words, the differing and sometimes even mutually exclusive optimization approaches represent a conflict of objectives.
[0009] To meet the varying requirements of different flight modes, a conventional aerodynamic configuration of the drone system is chosen that represents a compromise for the desired flight modes, but is not optimal or even near-optimal for any single one. Consequently, there is room for improvement.
[0010] Against this background, the invention was based on the objective of further developing a drone system of the type described above in such a way as to eliminate the disadvantages found in the prior art as far as possible. In particular, a drone system was to be provided which could be adapted to individual mission phases and their requirements.
[0011] According to the invention, the problem is solved in a drone system of the type mentioned at the outset by the fact that the drone system can be transformed into a second aerodynamic configuration, which differs from the first aerodynamic configuration, by releasing, in particular jettisoning, the at least one structural element, wherein the structural element forms a first airfoil structure in which the airfoil arrangement has a first aerodynamic profile, and wherein the drone system can be transformed into the second aerodynamic configuration by jettisoning the first airfoil structure, in which the airfoil arrangement has a second aerodynamic profile formed by a second airfoil structure, which differs from the first profile, and wherein the first aerodynamic profile at least partially encloses the second aerodynamic profile in the first aerodynamic configuration.The invention utilizes the fact that the drone system can be transformed from the first aerodynamic configuration to the second by releasing, in particular by jettisoning, at least one structural element. In this way, the first aerodynamic configuration can be optimized for a first flight state or a group of first flight states, and the second aerodynamic configuration for a different flight state. If, for example, the drone system is intended for an interception mission, the first aerodynamic configuration can be defined by the requirement to operate the drone system at a cruising or operational altitude for as long as possible, that is, to maximize flight time with the available amount of fuel.In this case, the structural element can, for example, form a first airfoil profile characterized by a high glide ratio, meaning a high lift-to-drag ratio, or alternatively, the highest possible lift ratio. However, such an aerodynamic configuration is highly unsuitable for an interception mission, where high flight speeds and high agility of the drone system are crucial. By jettisoning the structural element, the drone system can then be converted into a second aerodynamic configuration. Here, for example, the wingspan can be reduced and the airfoil shape optimized for high flight speeds, so that the drone system is optimized not only for cruising but also for mission operations.In this way, design compromises can be largely avoided, and the drone system can optimally meet the requirements in each flight phase. The drone system is thus optimally designed for several discrete flight states, in the sense of multi-point optimization. As a result, the ratio between the drone system's payload and structural weight can be optimized.
[0012] According to a further aspect of the invention, the drone system can be transformed from a first structural configuration to a second structural configuration by releasing, in particular by dropping, at least one structural element, wherein the structural stiffness of the first structural configuration differs from the structural stiffness of the second structural configuration.
[0013] According to one embodiment, the wing assembly includes a holding and release mechanism designed to hold the structural element in the first aerodynamic configuration and to release and jettison the structural element for transition to the second aerodynamic configuration. According to another embodiment, the holding and release mechanism can be remotely controlled or autonomously activated by the drone system, for example, when the cruise flight is to be abandoned and the mission flight is to be initiated.
[0014] According to the invention, the structural element in the first aerodynamic configuration forms a first wing structure in which the wing arrangement has a first aerodynamic profile, and wherein the drone system can be converted into the second aerodynamic configuration by shedding the first wing structure, in which the wing arrangement has a second aerodynamic profile formed by a second wing structure, which differs from the first profile. In this way, the drone system can be optimally designed for several discrete flight states in the sense of multi-point optimization. The first aerodynamic profile at least partially surrounds the second aerodynamic profile in the first aerodynamic configuration.For example, the second aerodynamic profile can have a top and a bottom, preferably with the top or bottom of the second aerodynamic profile being enclosed by the first aerodynamic profile.
[0015] According to one embodiment, the first aerodynamic profile completely encloses the second aerodynamic profile in the first aerodynamic configuration. The second aerodynamic profile is preferably designed in two or more parts.
[0016] The second aerodynamic profile is preferably enclosed by the first aerodynamic profile transversely to the longitudinal axis of the aerodynamic profiles.
[0017] The first aerodynamic profile and / or the second aerodynamic profile can each have at least one control surface for the preferably aerodynamic control of the drone system.
[0018] According to one embodiment, at least two structural elements are provided, wherein in the first aerodynamic configuration the structural elements together form a first wing structure in which the wing assembly has a first aerodynamic profile. The two structural elements thus constitute, in a sense, a two-sided covering. The drone system can be converted into the second aerodynamic configuration by shedding and / or releasing the structural elements, in which the wing assembly has a second aerodynamic profile formed by a second wing structure, which differs from the first profile. Preferably, therefore, when using a single structural element, a one-sided covering with aerodynamic utilization of the outer surface of the covering is created, or a two-sided covering is created by a one- or multi-part structure.According to one embodiment, the structural element is designed as a 3-D printed plastic profile shell, preferably with a laminar profile.
[0019] According to one embodiment, the first aerodynamic profile is designed as a laminar flow profile. Such a laminar flow profile enables the drone system to operate in cruise flight mode for the longest possible duration. This favors flight with a high lift-to-drag ratio or, alternatively, an aerodynamic configuration with the highest possible lift-to-drag ratio. This minimizes fuel consumption per leg of the journey or per duration.
[0020] According to one embodiment, the first aerodynamic profile has a lift-to-drag coefficient ratio greater than 20, preferably greater than 25, and particularly greater than 30. This optimizes the dwell time at cruising altitude.
[0021] According to one embodiment, the second aerodynamic profile is designed as a transonic or supersonic profile. Thus, in the case of a mission, for example an interception maneuver, the drone system can be converted to the second aerodynamic configuration by jettisoning the first wing structure, resulting in a low-drag configuration that allows the drone system to be guided to its target with high speed and maneuverability.
[0022] According to one embodiment, the first wing structure has a first wingspan and the second wing structure has a second wingspan, the first wingspan being larger than the second. Providing a greater wingspan in the first aerodynamic configuration has proven advantageous for energy-efficient cruise flight. For mission operations, however, high maneuverability and low aerodynamic drag are paramount, making a reduction in the wingspan of the second aerodynamic configuration advantageous.
[0023] According to an alternative embodiment, the wingspan of the first wing structure can correspond to the wingspan of the second wing structure. In one embodiment, the first wing structure has a first chord in the area of a fuselage-wing junction, and the second wing structure has a second chord in the area of the fuselage-wing junction, the first chord being greater than the second chord. With regard to chord, it has also proven advantageous for cruise flight to use a greater chord compared to mission operations, in which, for example, an interception maneuver is to be carried out.
[0024] According to one embodiment, the drone system has a propulsion unit that is connected to the fuselage and / or wing assembly in such a way that the propulsion unit can be jettisoned when transitioning to the second aerodynamic configuration. In the present embodiment, the propulsion unit is necessary for takeoff, climb, and cruise flight. However, for mission flight operations, the propulsion unit is a hindrance with regard to the achievable speed and maneuverability of the drone system. Therefore, in the second aerodynamic configuration of the drone system, the propulsion unit can be dispensed with and released or jettisoned from the drone system. For this purpose, the propulsion unit is preferably arranged on the first wing structure.When the first wing structure is jettisoned during a configuration change, the associated propulsion system is preferably jettisoned at the same time. This allows the drone system to operate significantly more efficiently during missions or interceptions than would be the case if the propulsion system remained attached.
[0025] According to an alternative embodiment, a second, mission-adapted propulsion unit can be used in the second aerodynamic configuration. According to one embodiment, this can be a fuselage-integrated system to reduce aerodynamic drag.
[0026] According to one embodiment, the drone system has a tail assembly, wherein the structural element is arranged on the tail assembly, wherein the tail assembly further comprises a holding and release arrangement which is configured to hold the structural element in the first aerodynamic configuration and to release and jettison the structural element in the second aerodynamic configuration.
[0027] The empennage used in the second aerodynamic configuration can have an internal metal structure and / or be designed as a transonic airfoil. The airfoil of the first aerodynamic configuration can be designed as a laminar airfoil. According to one embodiment, the first aerodynamic configuration is formed from two structural elements that enclose the empennage of the second aerodynamic configuration.
[0028] The inner profile may have a smaller or possibly constant span / half-span and also a smaller or possibly constant profile depth compared to the profile formed by the structural element.
[0029] Preferably, the structural element in the first aerodynamic configuration forms a low-speed tail assembly, and the tail assembly is transformed into a high-speed tail assembly by shedding the structural element.
[0030] According to a second aspect of the invention, or according to a preferred embodiment of the invention according to the first aspect, the wing structure comprises a strut, wherein the strut has a control surface or is configured as a control surface. Preferably, the wing itself does not have any movable control surfaces, such as ailerons.
[0031] According to one embodiment, the strut has a covering which forms the control surface. The covering can extend over the entire strut or only over a portion thereof. According to another embodiment, the covering can be interrupted along the strut. The control surface is preferably designed as at least one of the following: a flat plate, an unprofiled control surface, a laminar airfoil, or an alternative aerodynamic airfoil.
[0032] According to one embodiment, the profile length of the control surface varies along the span of the wing structure. In another embodiment, the chord length of the profile varies across the span. In this way, optimal control characteristics of the control surface can be achieved, taking into account the aerodynamic interaction of the wing structure with the fuselage of the drone system. For example, the design can be such that the highest possible roll moment is generated with low drag of the control surface and minimal lift variation due to interference with the wing structure.
[0033] Preferably, the fuselage is associated with a tail assembly, in particular a tail assembly, which has two control surfaces that form an angle of 70° to 110°, particularly 90°, with each other. An advantage of this configuration is that, together with the tail-based control surface, two nearly orthogonal pairs of control surfaces are formed, preferably located on the left and right sides of the fuselage. These are available for highly agile maneuvers across the entire mission range, encompassing both slow and fast flight. With suitable design, at least one of their lines of action also coincides with the aircraft's center of gravity, resulting in minimal trim resistance.
[0034] The invention has been described above with reference to a drone system. In a further aspect, the invention relates to a method for designing a drone system according to one of the preceding embodiments, comprising the steps of: defining a first flight state for which a first aerodynamic configuration of the drone system is to be optimized; optimizing a structural element of the drone system for the first aerodynamic configuration; defining at least one second flight state for which a second aerodynamic configuration of the drone system is to be optimized; optimizing a further structural element of the drone system for the second aerodynamic configuration, wherein the drone system is transitioned into the second aerodynamic configuration by releasing, in particular by jettisoning, the first structural element.
[0035] The method utilizes the same advantages and preferred embodiments as the drone system according to the invention, and vice versa. In this regard, reference is made to the above explanations, and their content is incorporated herein. In particular, the design method ensures that the drone system is optimally designed for several discrete flight states. Such a design is also referred to as multi-point optimization. Thus, optimal configurations for the drone system can be selected for individual flight states or missions, which, in classical holistic design approaches that focus on a single aerodynamic configuration, are essentially mutually exclusive.
[0036] According to one embodiment, the first flight state is defined as cruise flight at a cruising altitude, for which the optimization goal is to achieve the greatest possible total flight time or total flight distance for a given fuel volume. According to another embodiment, the second flight state is defined as intercept flight from the cruising altitude, for which the optimization goal is to achieve the highest possible airspeed with low drag and, in particular, high maneuverability. In a further aspect, the invention relates to a method for manufacturing a drone system according to one of the preceding embodiments. The method comprises the step of additive manufacturing of components of the drone system, in particular the first and / or the second structural element. Preferably, the structural elements are a first wing structure and a second wing structure.By manufacturing the components of the drone system entirely or partially using additive manufacturing, such as 3D printing, component costs can be reduced compared to traditional mold-based manufacturing processes. Furthermore, the components of the drone system can be individually adapted to a specific application. For example, the structural elements can be designed to create a first configuration optimized for cruise flight and a second aerodynamic configuration optimized for any mission operation. While the example described above is an interception mission, this could be any mission requiring a specific aerodynamic configuration of the drone system.For example, it would be conceivable that a first aerodynamic configuration would aim to achieve high lift at low airspeed, for instance, to realize short takeoff and landing (STOL) characteristics, while a second aerodynamic configuration would optimize for the most efficient cruise flight possible. Furthermore, other combinations of flight states and groups of flight states are also conceivable.
[0037] The manufacturing process also utilizes the same advantages and preferred embodiments as the drone system and design method according to the invention, and vice versa. Reference is made to the above statements in this regard, and their content is incorporated herein.
[0038] In a further aspect, the invention relates to a method for operating a drone system according to one of the preceding embodiments. The operating method comprises the following steps: operating the drone system in a first flight state in a first aerodynamic configuration; jettisoning at least one structural element of the drone system to transfer the drone system from the first aerodynamic configuration to a second aerodynamic configuration for operating the drone system in a second flight state. According to one embodiment, the first flight state corresponds to a cruising flight at a cruising altitude. According to another embodiment, the second flight state relates to an interception flight from the cruising altitude. The operating method also utilizes the same advantages and preferred embodiments as the drone system according to the invention, the design method according to the invention, the manufacturing method, and vice versa.In this regard, reference is made to the above statements and their content is hereby incorporated.
[0039] The invention is further described with reference to the following embodiments:
[0040] 1. Drone system (2) for transporting a payload (4), comprising a fuselage (6) for receiving the payload (4), and a wing assembly (8) which is connected to the fuselage (6), wherein the drone system (2) has a first aerodynamic configuration (A1) formed by at least one structural element (10), characterized in that the drone system (2) can be transformed into a second aerodynamic configuration (A2) which differs from the first aerodynamic configuration (A1) by releasing, in particular jettisoning, the at least one structural element (10).
[0041] 2. Drone system (2) according to embodiment 1, wherein the wing assembly (8) has a holding and release arrangement (16) which is configured to hold the structural element (10) in the first aerodynamic configuration (A1) and to release and jettison the structural element (10) in the second aerodynamic configuration (A2).
[0042] 3. Drone system (2) according to embodiment 2, wherein the structural element (10) in the first aerodynamic configuration (A1) forms a first wing structure (18) in which the wing arrangement (8) has a first aerodynamic profile (20), and wherein the drone system (2) can be converted into the second aerodynamic configuration (A2) by shedding the first wing structure (18), in which the wing arrangement (8) has a second aerodynamic profile (24) formed by a second wing structure (22), which differs from the first profile (20).
[0043] 4. Drone system (2) according to embodiment 3, wherein the first aerodynamic profile (20) is designed as a laminar flow profile.
[0044] 5. Drone system (2) according to embodiment 4, wherein the first aerodynamic profile (20) has a lift-to-drag coefficient ratio greater than 20, preferably greater than 25, in particular greater than 30.
[0045] 6. Drone system (2) according to one of embodiments 3 to 5, wherein the second aerodynamic profile (24) is designed as a transonic or supersonic profile.
[0046] 7. Drone system (2) according to one of embodiments 3 to 6, wherein the first wing structure (18) has a first span (L1) and the second wing structure (22) has a second span (L2) and wherein the first span (L1) is greater than the second span (L2).
[0047] 8. Drone system (2) according to one of embodiments 3 to 7, wherein the first wing structure (18) has a first airfoil depth (T1) in the region of a fuselage-wing transition (32) and the second wing structure (22) has a second airfoil depth (T2) in the region of the fuselage-wing transition (32) and wherein the first airfoil depth (T1) is greater than the second airfoil depth (T2).
[0048] 9. Drone system (2) according to one of the preceding embodiments, with a propulsion device (26) which is connected to the fuselage (6) and / or the wing assembly (8) in such a way that the propulsion device (26) can be jettisoned when transitioning to the second aerodynamic configuration (A2), in particular wherein the propulsion device (26) is arranged on the first wing structure (18).
[0049] 10. Drone system (2) according to one of the preceding embodiments, wherein the drone system (2) has a tail assembly (28) and the structural element (10) is arranged on the tail assembly (28), wherein the tail assembly (28) further comprises a holding and release arrangement (38) which is configured to hold the structural element (10) in the first aerodynamic configuration (A1) and to release and jettison the structural element (10) in the second aerodynamic configuration (A2).
[0050] 11. Drone system according to embodiment 10, wherein the structural element (10) in the first aerodynamic configuration (A1) forms a low-speed tail assembly (36), and wherein the tail assembly (28) is transformed into a high-speed tail assembly (34) by shedding the structural element (10). 12. Drone system (2) according to the preamble of embodiment 1 or according to one of the preceding embodiments, wherein the wing structure (18) has a strut (42), and wherein the strut (42) has a control surface (44) or is configured as a control surface (44).
[0051] 13. Drone system (2) according to embodiment 12, wherein the fuselage (6) is assigned a tail assembly (28), in particular a tail assembly (28), which has two control surfaces (44 a,b) which enclose an angle of 70° to 110°, in particular 90°, to each other.
[0052] 14. Method (100) for designing a drone system (2) according to one of the preceding embodiments comprising the steps:
[0053] Defining (102) a first flight state (F1) for which a first aerodynamic configuration (A1) of the drone system (2) is to be optimized,
[0054] Optimizing (104) a structural element (10) of the drone system (2) for the first aerodynamic configuration (A1),
[0055] Define (106) at least one second flight state (F2) for which a second aerodynamic configuration (A2) of the drone system (2) is to be optimized,
[0056] Optimizing a further structural element (30) of the drone system (2) for the second aerodynamic configuration (A2), wherein the drone system (2) is transformed into the second aerodynamic configuration (A2) by releasing, in particular by dropping, the first structural element (10).
[0057] 15. Method (100) according to embodiment 14, wherein the first flight condition (F1) is defined as cruise flight at a cruising altitude for which the optimization objective is to achieve the greatest possible total flight duration or total flight distance for a given fuel volume.
[0058] 16. Method (100) according to embodiments 14 or 15, wherein the second flight condition (F2) is defined as an interception flight from cruising altitude, for which the optimization objective is to achieve the highest possible airspeed with low resistance and, in particular, high maneuverability.
[0059] 17. Method (200) for manufacturing a drone system (2) according to one of the preceding embodiments comprising the steps: Additive manufacturing (202) of components of the drone system (2), in particular the first and / or the second structural element (10, 30).
[0060] 18. Method (300) for operating a drone system (2) according to one of the foregoing embodiments, comprising the steps:
[0061] Operating (302) the drone system (2) in a first flight state (F1) in a first aerodynamic configuration (A1),
[0062] Discarding (304) at least one structural element (10) of the drone system (2) to transfer the drone system (2) from the first aerodynamic configuration (A1) to a second aerodynamic configuration (A2) for operation of the drone system (2) in a second flight state (F2).
[0063] 19. Method (300) according to embodiment 18, wherein the first flight condition (F1) corresponds to a cruise flight at a cruising altitude and / or the second flight condition (F2) corresponds to an intercept flight from the cruising altitude.
[0064] The invention is described in more detail below with reference to a preferred embodiment and the accompanying figures.
[0065] This shows:
[0066] Fig. 1 shows an embodiment of a drone system according to the invention in a first flight state with a first aerodynamic configuration;
[0067] Fig. 2a shows a sectional view of a wing of the drone system according to the invention as shown in Figure 1;
[0068] Fig. 2b shows a sectional view of an alternatively designed wing of a drone system according to the invention;
[0069] Fig. 3 shows the embodiment of the drone system according to the invention as shown in Figures 1 and 2 in a transition from the first flight state to a second flight state;
[0070] Fig. 4 shows an embodiment of the drone system according to the invention as shown in Figures 1 and 2 in the second flight state with a second aerodynamic configuration; Fig. 5 shows an alternative embodiment of a drone system according to the invention in a first flight state with a first aerodynamic configuration;
[0071] Fig. 6 shows the embodiment of the drone system according to the invention as shown in Figure 5 in a transition from the first flight state to a second flight state;
[0072] Fig. 7 shows a guide arrangement according to the invention;
[0073] Fig. 8 shows a method according to the invention for designing a drone system in a representation as a block diagram;
[0074] Fig. 9 shows a method according to the invention for manufacturing a drone system in a representation as a block diagram; and
[0075] Fig. 10 shows a method according to the invention for operating a drone system in a representation as a block diagram.
[0076] Figure 1 shows a drone system 2 for transporting a payload 4. The drone system 2 has a fuselage 6 for accommodating the payload 4. The drone system 2 also has a wing assembly 8, which is connected to the fuselage 6. The drone system 2 has a first aerodynamic configuration A1 formed by at least one structural element 10. Horizontal stabilizers 28 are arranged in a rear region of the fuselage 6.
[0077] In the first aerodynamic configuration A1, the structural element 10 forms a first wing structure 18 with a first aerodynamic airfoil 20. The first aerodynamic airfoil 20 can be designed as a laminar flow airfoil. The first aerodynamic airfoil 20 has a lift-to-drag ratio greater than 20, preferably greater than 25, and particularly greater than 30. This enables the drone system 2 to be optimized in the first aerodynamic configuration A1 such that the lift-to-drag ratio is optimal for cruise flight. The wing structure 18 has a first wingspan L1. The wing structure 18 also has a first chord T1 in the area of a fuselage-wing junction 32. A propulsion system 26 is connected to the fuselage 6 and the wing assembly 8. The propulsion system 26 can, for example, comprise two turbojet engines.In the first aerodynamic configuration A1, the propulsion unit 26 is rigidly connected to the fuselage 6 and / or the wing assembly 8. In the first aerodynamic configuration A1 shown in Figure 1, the drone system 2 is optimized for a first flight condition F1, and in particular for cruise flight, so that a maximum flight time at cruising altitude or a maximum flight duration can be achieved.
[0078] Figure 2a shows a sectional view through the wing assembly 8 shown in Figure 1. The wing assembly 8 has a holding and release mechanism 16. The holding and release mechanism 16 is configured to hold the structural element 10 in the first aerodynamic configuration A1 and to release and jettison the structural element 10 in a second aerodynamic configuration A2. After the jettisoning of the first wing structure 18, the wing assembly 8 is formed by a second wing structure 22. This has a second aerodynamic airfoil 24, which differs from the first airfoil 20. The second aerodynamic airfoil 24 can, for example, be designed as a transonic or supersonic airfoil. The second wing structure 22 has a second airfoil depth T2 in the area of the fuselage-wing junction 32. The first airfoil depth T1 is greater than the second airfoil depth T2.The first aerodynamic profile 20 partially encloses the second aerodynamic profile 24 in the first aerodynamic configuration A1.
[0079] Figure 2b shows an alternative embodiment of a wing assembly 8. The wing assembly has holding and releasing devices 16. These are configured to hold two structural elements 10 in the first aerodynamic configuration A1 and to release the structural elements 10 in the second aerodynamic configuration A2. After the release or jettisoning of the first wing structure 18, the wing assembly 8 is formed by a second wing structure 22. Unlike in Figure 2a, the first aerodynamic configuration A1 is now formed by two structural elements 10 that are, in a sense, shell-shaped and encompass, in particular completely encompass, the second wing structure 22. The second aerodynamic profile 24 differs from the first aerodynamic profile 20. Again, the second aerodynamic profile 24 can, for example, be designed as a transonic or supersonic profile.The second wing structure 22 has a second airfoil depth T2. The first airfoil depth T1 is greater than the second airfoil depth T2. The first aerodynamic airfoil 20 completely encloses the second aerodynamic airfoil 24 in the first aerodynamic configuration A1. The first aerodynamic airfoil 20 is designed in two parts. Figure 3 shows the drone system 2 in a transition state from the first aerodynamic configuration A1 of the first flight state F1 to a second flight state F2 with a second aerodynamic configuration A2. The drone system 2 is transitioned to the second aerodynamic configuration A2 by jettisoning the first structural element 10, or the first wing structure 18. The second wing structure 22 has a second wingspan L2, which is smaller than the first wingspan L1.Additionally, the propulsion unit 26 with the two turbojet engines is jettisoned during the transition to the second aerodynamic configuration A2. For example, the propulsion unit 26 can be located on the first wing structure 18, so that jettisoning the first wing structure 18 also jettisons the propulsion unit 26.
[0080] In the state shown in Figure 4, the drone system 2 has now reached the second aerodynamic configuration A2, which is adapted to the second flight condition F2. The second flight condition F2 might, for example, involve the requirement for a particularly rapid descent of the drone system 2 at maximum speed and minimum drag in order to intercept an approaching threat. In the second aerodynamic configuration A2, the wing assembly 8 has a smaller second wingspan L2 and a smaller second chord T2 compared to the first aerodynamic configuration A1. The propulsion unit 26 of configuration A1 has now been completely jettisoned, as has the structural element 10, or the first wing structure 18.Drone system 2 can now operate at high speed and has a smaller wingspan and lower drag compared to the cruise flight configuration of the first flight state F1. Drone system 2 can also include an additional propulsion unit in configuration A2 (not shown). Therefore, drone system 2 can be optimally designed for two or more discrete flight states F1 and F2 using multi-point optimization.
[0081] Figure 5 shows an alternative embodiment of a drone system 2 for transporting a payload 4. The drone system 2 has a fuselage 6 for accommodating the payload 4. The drone system 2 also has a wing assembly 8, which is connected to the fuselage 6. The drone system 2 further has a first aerodynamic configuration A1 formed by at least one structural element 10. Horizontal stabilizers 28 are arranged in a rear region of the fuselage 6. In the first aerodynamic configuration A1, the structural element 10 forms a first wing structure 18 with a first aerodynamic airfoil 20. The wing structure has a first wingspan L1. The wing structure 18 also has a first chord T1. A propulsion unit 26 is connected to the fuselage 6 and the wing assembly 8. This unit can, for example, comprise two turbojet engines.In the first aerodynamic configuration A1, the propulsion unit 26 is rigidly connected to the wing assembly 8. In the first aerodynamic configuration A1 shown in Fig. 5, the drone system 2 is optimized for a first flight condition F1, and in particular for cruise flight, so that a maximum flight time at cruising altitude can be achieved, or a maximum flight duration.
[0082] The wing structure 18 has a strut 42. The strut 42 is designed as a control surface 44, meaning that the angle of the control surface 44 relative to the airflow is adjustable, thus enabling control of the drone system 2. Preferably, the wing structure 18 itself does not have any active control surfaces, i.e., no movable control surfaces. Furthermore, the tail assembly 28, which is designed as a tail assembly 28, has two control surfaces 44a, b, which form an angle of 70° - 110°, preferably 90°, with each other.
[0083] Figure 6 shows the drone system 2, which now has the second aerodynamic configuration A2, adapted from the second flight state F2. The second flight state F2 might, for example, require a particularly rapid descent of the drone system 2 at maximum speed and minimum drag in order to intercept an approaching threat. In the second aerodynamic configuration A2, the wing assembly 8 has a smaller second wingspan L2 and a smaller second chord T2 compared to the first aerodynamic configuration A1. The propulsion unit 26 used in the first aerodynamic configuration A1 was jettisoned or released together with the wing structure 18, whereby, after release, the wing structure 18 may detach from the structure 22 due to lift forces.
[0084] Figure 7 shows an example of a tail assembly 28 of the drone system 2. A structural element 10 is arranged on the tail assembly 28. The tail assembly 28 also has a holding and release mechanism 38, which is configured to hold the structural element 10 in the first aerodynamic configuration A1 and to release or jettison the structural element 10 in the second aerodynamic configuration A2. In the first aerodynamic configuration A1, shown in Figure 7, the structural element 10 preferably forms a low-speed tail assembly 36. After jettisoning the structural element 10, the tail assembly 28 is configured as a high-speed tail assembly 34.
[0085] Figure 8 shows a block diagram illustrating a method 100 for designing a drone system 2. The method 100 comprises the following steps: Defining 102 a first flight state F1 for which a first aerodynamic configuration A1 of the drone system 2 is to be optimized, Optimizing 104 a structural element 10 of the drone system 2 for the first aerodynamic configuration A1, Defining 106 at least one second flight state F2 for which a second aerodynamic configuration A2 of the drone system 2 is to be optimized, Optimizing a further structural element 30 of the drone system 2 for the second aerodynamic configuration A2, wherein the drone system 2 is transitioned into the second aerodynamic configuration A2 by releasing, in particular by jettisoning, the first structural element 10.
[0086] The first flight condition, F1, is preferably defined as cruise flight at a cruising altitude. For flight condition F1, the optimization goal is to achieve the greatest possible total flight time or total flight distance for a given fuel volume. The second flight condition, F2, is defined as a recovery flight from cruising altitude, for which the optimization goal is to achieve the highest possible airspeed with low drag and high maneuverability.
[0087] Figure 9 shows an example of a method 200 for manufacturing a drone system 2. The drone system 2 is designed in particular as shown in Figures 1-6. The method comprises the step of additive manufacturing 202 of components of the drone system 2, in particular the first and / or the second structural element 10, 30. In addition, the fuselage 6, the horizontal stabilizers 28 and parts of the propulsion system 26 can also be additively manufactured, for example by means of a 3D printing process.
[0088] Figure 10 shows an example of a method 300 for operating a drone system 2. The drone system 2 is configured as shown in Figures 1-6. The method 300 comprises the following steps: operating 302 the drone system 2 in a first flight state F1 in a first aerodynamic configuration A1; jettisoning 304 at least one structural element 10 of the drone system 2 to transfer the drone system 2 from the first aerodynamic configuration A1 to a second aerodynamic configuration A2 for operating the drone system 2 in the second flight state F2. The first flight state F1 can correspond to a cruise flight at a cruising altitude, and the second flight state F2 to an intercept flight from the cruising altitude. (List of reference symbols)
[0089] 2 drone systems
[0090] 4 Payload
[0091] 6 Hull
[0092] 8 Wing arrangement
[0093] 10 structural element
[0094] 16 Hold and Release Order
[0095] 18 first wing structure
[0096] 20 first aerodynamic profile
[0097] 22 second wing structure
[0098] 24 second aerodynamic profile
[0099] 26 Drive unit
[0100] 28 Tail assembly
[0101] 30 further / second structural element
[0102] 32 Fuselage-Wing Transition
[0103] 34 High-speed tail assembly
[0104] 36 Low-speed tail assembly
[0105] 38 Control surface holding and release arrangement
[0106] 40 Axis of the tail assembly
[0107] 42 T wing bracing
[0108] 44a, b Control surfaces
[0109] A1 first aerodynamic configuration
[0110] A2 second aerodynamic configuration
[0111] F1 first flight condition
[0112] F2 second flight mode
[0113] L1 first span
[0114] L2 second span
[0115] T1 first tread depth
[0116] T2 second tread depth
[0117] 100 methods for designing a drone system
[0118] 102 Defining a first flight condition to be optimized
[0119] 104 Optimizing a structural element of the drone system for the first aerodynamic configuration
[0120] 106 Defining a second flight state to be optimized
[0121] 108 Optimizing another structural element of the drone system for the second aerodynamic configuration 200 Methods for manufacturing a drone system
[0122] 202 Additive manufacturing of drone system components
[0123] 300 methods for operating a drone system
[0124] 302 Operating the drone system in a first flight state 304 Dropping at least one structural element of the drone system
Claims
Claims 1. Drone system (2) for transporting a payload (4), comprising a fuselage (6) for receiving the payload (4), and a wing assembly (8) connected to the fuselage (6), wherein the drone system (2) has a first aerodynamic configuration (A1) formed by at least one structural element (10), characterized in that the drone system (2) can be transformed into a second aerodynamic configuration (A2) which differs from the first aerodynamic configuration (A1) by releasing, in particular jettisoning, the at least one structural element (10), wherein the structural element (10) in the first aerodynamic configuration (A1) forms a first wing structure (18) in which the wing assembly (8) has a first aerodynamic profile (20), and wherein the drone system (2) can be transformed into the second aerodynamic configuration (A2) by jettisoning the first wing structure (18).in which the wing arrangement (8) has a second aerodynamic profile (24) formed by a second wing structure (22), which differs from the first profile (20), and wherein the first aerodynamic profile (20) at least partially encloses the second aerodynamic profile (24) in the first aerodynamic configuration (A1).
2. Drone system (2) according to claim 1, wherein the first aerodynamic profile (20) completely encloses the second aerodynamic profile (24) in the first aerodynamic configuration (A1).
3. Drone system (2) according to claim 1 or 2, wherein the wing assembly (8) has a holding and release arrangement (16) which is configured to hold the structural element (10) in the first aerodynamic configuration (A1) and to release and jettison the structural element (10) in the second aerodynamic configuration (A2).
4. Drone system (2) according to claim 3, wherein the first aerodynamic profile (20) is designed as a laminar flow profile.
5. Drone system (2) according to claim 4, wherein the first aerodynamic profile (20) has a lift-to-drag coefficient ratio greater than 20, preferably greater than 25, in particular greater than 30.
6. Drone system (2) according to one of claims 3 to 5, wherein the second aerodynamic profile (24) is designed as a transonic or supersonic profile.
7. Drone system (2) according to any one of claims 3 to 6, wherein the first wing structure (18) has a first span (L1) and the second wing structure (22) has a second span (L2) and wherein the first span (L1) is greater than the second span (L2).
8. Drone system (2) according to one of claims 3 to 7, wherein the first wing structure (18) has a first airfoil depth (T1) in the region of a fuselage-wing transition (32) and the second wing structure (22) has a second airfoil depth (T2) in the region of the fuselage-wing transition (32) and wherein the first airfoil depth (T1) is greater than the second airfoil depth (T2).
9. Drone system (2) according to one of the preceding claims, comprising a propulsion device (26) which is connected to the fuselage (6) and / or the wing assembly (8) in such a way that the propulsion device (26) can be jettisoned when transitioning to the second aerodynamic configuration (A2), in particular wherein the propulsion device (26) is arranged on the first wing structure (18).
10. Drone system (2) according to one of the preceding claims, wherein the drone system (2) has a tail assembly (28) and the structural element (10) is arranged on the tail assembly (28), wherein the tail assembly (28) further comprises a holding and release arrangement (38) which is configured to hold the structural element (10) in the first aerodynamic configuration (A1) and to release and jettison the structural element (10) in the second aerodynamic configuration (A2).
11. Drone system according to claim 10, wherein the structural element (10) in the first aerodynamic configuration (A1) forms a low-speed tail assembly (36), and wherein the tail assembly (28) is transformed into a high-speed tail assembly (34) by shedding the structural element (10).
12. Drone system (2) according to the preamble of claim 1 or according to any of the preceding claims, wherein the wing structure (18) has a strut (42), and wherein the strut (42) has a control surface (44) or is configured as a control surface (44).
13. Drone system (2) according to claim 12, wherein the fuselage (6) is associated with a tail assembly (28), in particular a tail assembly (28) which has two control surfaces (44 a,b) which form an angle of 70° to 110°, in particular 90°, to each other.
14. Method (100) for designing a drone system (2) according to one of the preceding claims comprising the steps: Defining (102) a first flight state (F1) for which a first aerodynamic configuration (A1) of the drone system (2) is to be optimized, Optimizing (104) a structural element (10) of the drone system (2) for the first aerodynamic configuration (A1), Define (106) at least one second flight state (F2) for which a second aerodynamic configuration (A2) of the drone system (2) is to be optimized, Optimizing a further structural element (30) of the drone system (2) for the second aerodynamic configuration (A2), wherein the drone system (2) is transformed into the second aerodynamic configuration (A2) by releasing, in particular by dropping, the first structural element (10).
15. Method (100) according to claim 14, wherein the first flight condition (F1) is defined as cruise flight at a cruising altitude for which the optimization objective is to achieve the greatest possible total flight duration or total flight distance for a given fuel volume.
16. Method (100) according to claim 14 or 15, wherein the second flight condition (F2) is defined as an interception flight from cruising altitude, for which the optimization objective is to achieve the highest possible airspeed with low resistance and, in particular, high maneuverability.
17. Method (200) for manufacturing a drone system (2) according to one of the preceding claims comprising the steps: Additive manufacturing (202) of components of the drone system (2), in particular the first and / or the second structural element (10, 30).
18. Method (300) for operating a drone system (2) according to any one of the preceding claims, comprising the steps: Operating (302) the drone system (2) in a first flight state (F1) in a first aerodynamic configuration (A1), - jettisoning (304) at least one structural element (10) of the drone system (2) to transfer the drone system (2) from the first aerodynamic configuration (A1) to a second aerodynamic configuration (A2) for operating the drone system (2) in a second flight state (F2).
19. Method (300) according to claim 18, wherein the first flight condition (F1) corresponds to a cruise flight at a cruising altitude and / or the second flight condition (F2) corresponds to an intercept flight from the cruising altitude.