DE102008025607A1 - Robust and agile aircraft, has control device for controlling position of thrust module and centre of gravity position of aircraft, and central or local energy supply module with pumps, energy distribution system and supply lines - Google Patents

Abstract

The aircraft has a control device including a central assembly platform and a thrust module and provided for independent dynamic controlling of a position of the thrust module and a centre of gravity position of the aircraft. An actual load module corresponds to selected function and design of the aircraft. A central or local energy supply module has devices i.e. batteries, pumps, an energy distribution system and supply lines. The assembly platform has an assembly form (5a), a cover (5b) and a controllable axial main shaft rotation mechanism (6) attached at the form.

Description

The The invention relates to a vertical lifting, landing and robust aircraft with means of autonomous levitation and aerodynamically supported Horizontal flight with low energy consumption

State of the art

The Robustness of aircraft depends as the problem of non-controllable areas depending of vehicle speed and relative airflow in Related to the device specific aerodynamic properties for the different phases of flight such as, taking off, landing, hovering, faster horizontal flight and its transitions, be avoided can. There are known concepts of observation missiles which are based on the rotorcraft principle based and therefore also horizontal flight and levitation can take. One Disadvantage of these solutions is the relatively high (in terms of a hydrofoil aircraft) Energy consumption in fast horizontal flight and the lack of Agility. Another disadvantage of floating is that in principle the angular position of the central body is coupled to the position control and the central body of a rotorcraft a high aerodynamic drag has so the angular position of the central body by the direction and strength of outer aerodynamic disorders is determined. Furthermore, the mechanics of the rotary wing rotor far more complicated than a simple propeller.

Further Known concepts are based on the airship principle with thrusters and derived systems with closed buoyancy body with light gases such as helium hydrogen, propellers and aerodynamic Additional structures. These systems are because the closed buoyancy bodies always relatively large Take up volume preferably levitating and slow and autonomous Observation flight suitable. These concepts are sensitive to wind and therefore not for exact posture and fast Horizontal flight suitable.

One Another concept is the QuadroCopter solution which is specially designed for levitation Flight and slow horizontal flight is designed. The angular position of the QuadroCopter is also basically with the position control coupled so that the same disadvantage as above in the rotorcraft principle also described for the QuadroCopter. That, due to the QuadroCopter principle, Problem of a small range of adjustable rotation-moment around its thrust axis and the minimization of non-controllability ranges become constructive, by means of very small aerodynamic coefficients of the aircraft, solved. QuadroCopter can therefore do not use the aerodynamic lift principle in the fast Horizontal flight to drastically reduce energy consumption are therefore used primarily as small aircraft for the local area.

One Another concept is aerodynamic aircraft with fixed propeller (s) at the bow or stern of a central body, with rudder fins or duck rudder with or without aerodynamic wings / lattice wings for hovering and to ensure horizontal flight. The principal disadvantage of this solution is that the air flow the produced by the propeller in combination with rotatable rudder fins / duck thrusters uses to regulate the position and position of the vehicle in the hover. However, controllability is additionally dependent on vehicle speed and relative airflow (wind, Wind gusts) in direction and strength. Even in fast horizontal flight, especially during maneuvers, conditions can occur that propeller air flow and traction flow plus Wind so unfavorable do not add the 'complete controllability' of the aircraft more is given. Particularly critical are the transitions in the Ring horizontal flight and back to float and vice versa. The consequence of this is that the aircraft is phased becomes unstable (non-controllable areas) and is prone to falling. The position control and angular position of the central body are even with this solution coupled so that in this regard the Same disadvantage as above for the rotorcraft also described for this solution applies.

An extension of the above concept are aerodynamic aircraft based on propeller (s) mounted on a cardan mechanism at the bow or stern of a central body, with rudder fins or duck rudders with or without aerodynamic wings / lattice blades to ensure hovering and horizontal flight. In principle, additional aerodynamic actuators (rudder fins or duck rudder with or without additional counter-rotating propeller) are necessary to master the torque around the thrust axis and to stabilize the aircraft. Under real conditions, disturbance torques will always occur even when levitating, so that the two disadvantages as described above also apply to this solution in a weakened form. In order to stabilize the system and maintain the position, the resulting disturbance torques must be compensated and the propeller-gimbal system additionally pivoted, which consequently leads to an angular position change of the missile or to which the missile drifts. That means, in real use, position regulation and angular position of the missile are also coupled in this solution, and the angular position of the central body is determined by the disturbances. Especially critical are the transitions of Horizontal flight back to levitation. A reversal of the propeller motor rotation direction leads to a drastic change in the control characteristics of the engine and the flow conditions on the aircraft and due to the unpredictable wind conditions to unpredictable non-controllable areas. The consequence of this is that the aircraft may become unstable in phases (non-controllable areas) and is prone to falling. Another disadvantage is that the reliability of a cardan mechanism is significantly worse and its mass is higher than comparable axial rotation mechanisms.

One serious security problem occurs for three recent solutions Failure of a propeller, aircraft or QuadroCopter are not more controllable and fall from. Due to the disadvantages described above, the previously known solutions have specific Fields of application, but are from the disadvantages described above not suitable for autonomous operations with fast horizontal flight with floating phases (observation phases) controlled by a car pilot.

Task, advantages and solution

The The aim of the invention is to provide a robust aircraft with simple axial rotation mechanisms that does not have the disadvantages of the known solutions and also, steered by an autopilot, a large field of application Range dominated, from the lift over fast horizontal flight interrupted by suspended phases up to Target landing. The aircraft should be vertical in horizontal as well as vertical position of the central body Take off and land. In levitation should be the central body at a selectable Axis lying in the X / Y plane of the Earth-fixed coordinate system swiveling be and / or around the Z-axis of the Earth-fixed coordinate system a selectable rotational speed can rotate so z. B. the visible surface from the ground, or to assume an optimal observation position, or to hold the given position in strong wind or the Scan horizon, etc. .. Another object of the invention is the energy consumption during to minimize the use, with the same payload weight and the same mission, the energy consumption of the new aircraft while levitating one in the dimensions comparable QuadroCopter and the fast horizontal flight the a usual one Hydrofoil Aircraft with comparable wing should come close. Furthermore, should in case of failure of a thruster (except structural breaks) the aircraft Remain functional.

These Tasks are according to the invention by the features of the main claims 1 to 4 solved. Further Features of the invention will become apparent from the dependent claims and the description. Further details of the invention will become apparent from the Description of the embodiment in the basis of drawings, the principal characteristics and the mode of action is discussed become.

Brief description of the drawings

The Power supply and signal lines of the required devices are not explicitly in the Drawings shown.

1 shows schematically the top view of an embodiment of the central mounting platform, including mounting shell and cover, the control device according to the invention with the body-fixed coordinate system of the central body.

2 shows the schematic plan view of an embodiment of the shear module of the type-1 of the control device according to the invention with the body-fixed coordinate system of the shear modulus and the body-fixed coordinate systems of the four thruster.

3 shows the schematic representation of an embodiment of a thruster as a propeller system and an embodiment of a thruster as an engine system with the associated body-fixed coordinate system of the thruster.

4 shows the schematic representation of an embodiment of the control device according to the invention with the type-1 shear module and mounting platform with associated coordinate systems and the definition of relative rotation between the mounting platform and the shear module.

5 shows the schematic side view of a variant of the embodiment of the integrated control device according to the invention, shown in FIG 4 , wherein the central mounting platform is designed here as aerodynamic buoyancy structure and are attached to the structural arms small wings vertically.

6 shows the schematic plan view of a variant of the embodiment of the control device according to the invention, shown in FIG 4 , wherein the central mounting platform which is designed as aerodynamic lift structure and wherein the structural arms aerodynamic structures vertically (vertical small wings) are attached.

7 shows the schematic representation of an embodiment of the invention of the shear module of the type-2, wherein each two, instead of as in 2 for Type-1, controllable axial outer rotary mechanisms at the outer ends of the main Rotary shaft are fixed and wherein at each axial outer rotary mechanism, an outer arm is attached and can be rotated independently of the other about its longitudinal axis.

8th shows the schematic representation of an embodiment of the invention of the thrust module of the type-3, wherein each two of the four structural arms are fixed directly to the outer ends of the main rotary shaft and wherein at the other ends of the structural arms per an axial outer rotary mechanism is attached. Depending on a thruster is mechanically coupled to each axial outer rotary mechanism such that each thruster can be pivoted independently of the other.

9 shows in closed mounting platform the schematic plan view of another variant of the control device according to the invention wherein the fastening devices ( 17a . 18a ) are attached directly to the central body and non-rotatable outer additional wings also on the same fastening devices ( 17a . 18a ) can be attached from the outside.

10 shows the schematic open plan view of an aircraft according to the invention with the execution of the type-2 thrust module and mounting platform with means for steering and control wherein the central mounting platform is designed as an aerodynamic lift structure (wing) and wherein the structural arms aerodynamic structures (vertical small wings) are attached.

11 shows the schematic closed representation of the aircraft according to the invention, shown in FIG 10 , in floating with body-fixed coordinates system of the central body.

12 shows the schematic closed representation of the aircraft according to the invention, shown in FIG 10 , in horizontal flight with body-fixed coordinates system of the central body.

13 shows the schematic closed plan view of an aircraft according to the invention with the execution of the thrust module type-3 with the central mounting platform is designed as an aerodynamic lift structure (wing) and wherein the structural arms aerodynamic structures (vertical small wings) are mounted vertically.

14 shows schematically in cut-open central body a variant of the control device according to the invention with the execution of the thrust module type-2 and additional wings with main shafts storage and axial adjustable rotation mechanisms in horizontal flight.

15 schematically shows the closed view of an aircraft according to the invention with body-fixed coordinates system of the central body and in 14 shown variant of the control device with additional wings in horizontal flight.

16 schematically shows the orientation of the aircraft during positional position in extreme wind

17 shows a schematic representation of the aircraft in levitation with controllable angular velocity about the Z-axis of the central body.

18 shows a schematic representation in side view of the aircraft from taking off a launch / landing gear for hovering and the transition to fast horizontal flight.

19 shows a schematic representation in side view of the aircraft from the transition from fast horizontal flight to hover and from hovering to landing on the takeoff / lander.

Embodiment and detailed Description of the features

All used coordinate systems are right-handed and orthogonal. In order to the subsequent one Description of the control device with their characteristics and different Formations clearly arranged remains, the often occurring terms become more controllable Rotary mechanism and adjustable thruster first defined.

Under the term, more controllable axial rotation mechanism 'is hereinafter understood a device system a power supply, a signal input and output device and an axial rotation mechanism has and a voltage applied to its signal input setpoint according to a known transfer characteristic in an angle corresponding to the desired position of the structurally coupled Output rotary axis transmits, so that control technology of this device as an actuator with dynamic transfer function and non-linear but well-known characteristics between output and input can be considered. By one assigned to the device Controller, the control error (actual value setpoint) is minimized. Technical solutions this device are known z. B., electric servo with and without transmission with digital or analog input signals, hydraulic transmissions, etc .. For the However, the inventive principle of the control device is only the Function of the device system, controllable axial rotation mechanism 'as Actuator relevant.

Under the term, controllable Schuberzeu ger 'is hereinafter understood a device system that has a power supply device, a signal input and output device and a thruster and a voltage applied to its signal input setpoint according to a known characteristic in a setpoint corresponding thrust level (THi) in a constructively defined Axis, like out 3 to see the Z-axis of the body-fixed coordinate system of the thruster, implements. Control technology, this device can be considered as an actuator with dynamic transfer function and non-linear but well-known characteristics between output and input. A controller assigned to the device minimizes the control error (actual value setpoint). In this case, the control function of the thruster can also be completely or partially realized by means of a computer onboard, in which case the signal input and output device of the thruster are coupled to the on-board computer. The energy supply device of the thruster can be completely attached to the structure of the thruster in principle, as well as parts of this device can be accommodated in other structural elements of the control device, for. As batteries or fuel tanks or electric motor plates in the central body or in the structural arms. Two of the technical solutions of this device are in 3 shown schematically and are prior art.

- Propeller system

• a1, consisting of an airscrew ( 27i . 28i ) with adjustable rotary drive ( 30i ) with fixed Blattanstellwinkel wherein the thrust control is realized by the speed control of the drive motor. The rotary actuators can either be controllable electric motors or controllable combustion engines.
• a2, consisting of an airscrew ( 27i . 28i ) with adjustable rotary drive ( 30i ) with adjustable axial rotation mechanism ( 29i ) to the sheet pitch control wherein the thrust control is realized by means of rapid control of the blade pitch and the energy consumption can be minimized by means of a slow follow-up control of the rotational speed of the drive motor. The rotary actuators can either be controllable electric motors or controllable combustion engines.

- Engine system

• consisting of a combustion engine pair ( 36i . 37i ) With ( 38i . 39i ) Control valves, wherein the thrust control is realized by means of on / off pulse sequences of the control valves by means of known modulation methods.
• For However, the inventive principle of the control device is only the function of the device system, more controllable Thruster 'as Actuator relevant.

• a1, die Möglichkeit das Vorzeichen der Schubstärke zu wechseln ohne dass die Drehzahl des Dreh-Motors geändert werden muss
• a2, das im Allgemeinen die Verzögerungszeit des Drehmechanismus viel kleiner ist als die Verzögerung der Drehzahlregelung des Antriebsmotors und somit eine höhere Bandbreite der Schubregelung erzielt werden kann

If the minimization of energy consumption in hovering and fast horizontal flight is the dominant criterion for a particular aircraft embodiment, then a thruster with propeller ( 27i . 28i ) with adjustable axial with rotating mechanism ( 29i ) to the blade pitch control preferably used because you can thereby regulate the aerodynamic boundary conditions according to the blade angle z. B. a relatively small angle of attack, which is favorable when levitating and a large angle of attack is necessary in the high-speed flight. Besides this, this type thruster has even more advantages:

• a1, the ability to change the sign of the thrust without the speed of the rotary motor must be changed
• a2, which is generally much smaller than the delay of the speed control of the drive motor and thus a higher bandwidth of the thrust control can be achieved, the delay time of the rotating mechanism

1 shows a shape of a central assembly platform according to the invention with the determination of the body-fixed coordinate system of the central body. The mounting platform consists of a mounting shell ( 5a ), one or no lid ( 5b ), the main shaft bearing ( 13 . 14 ) and at least one controllable axial main shaft rotating mechanism ( 6 ) attached to the mounting shell ( 5a ) and a control device ( 32a ) which is also part of the on-board computer ( 32 ) can be.

The execution of a type-0 shear module is in 2 illustrated with the determinations of the body-fixed coordinate system of the shear modulus, preferably placing the origin (O_SM) of the body-fixed coordinate system of the shear modulus in the center of the main rotating shaft, and the body-fixed coordinate systems of the four thruster. The thrust module of type 1 has four controllable thrusters ( 1 . 2 . 3 . 4 ). These are in this embodiment, 1 , at the ends of the outer (outside the central body) structural arms ( 11a . 11b . 12a . 12b ) such that the thrust axis of the thruster may not be co-linear with the axis of rotation (longitudinal axis) of the structural arm, preferably forms a right angle to this. In the structural arms in principle support devices for the thruster, such as control devices, fuel tanks, electrical power supplies, batteries, etc.) can be accommodated. Each two of the four structural arms are with their other ends with an outer adjustable axial rotation mechanism ( 9a or 10a ) in a fastening device ( 17a or 18a ) with an axial and adjustable turning mechanism ( 9a or 10a ) and stored so that the axial rotation is ensured around the longitudinal axis directions of the structural arms. The directions of the longitudinal axes of the structural arms are characterized by the angle of attack ( 51 . 52 . 53 . 54 ) Are defined. The fastening devices ( 17a or 18a ) are in turn at the main rotary shaft ( 15 ) attached. The function of the main rotary shaft ( 15 ) may have constructive advantages, as in 6 shown in two partial waves ( 16a . 16b ) are divided by a connection structure ( 8th ) are connected. Thus, the thrust vectors of the thruster ( 1 . 2 ) and ( 3 . 4 ) are pivoted independently of each other with respect to the main rotary shaft. The main rotary shaft ( 15 ) or main partial waves ( 16a . 16b ) are by means of bearings ( 13 . 14 ) guided out of the central body structure and in this with a main controllable axial rotation mechanism ( 6 ), which in turn is fixed to the mounting shell. Due to this additional axial rotation possibility, the thrust vectors of the thruster ( 1 . 2 ) and ( 3 . 4 ) are now also pivoted against the mounting platform. In addition, the lever arms of the thrust vectors can be rotated relative to the body-fixed coordinate system of the central body. In order to minimize the dynamic mechanical loads of the rotary mechanisms and to optimize the effectiveness of the thrusters, as in 4 schematically shown, the mass center of mass (CoM) of the entire aircraft preferably close to the origin (O_SC) of the body-fixed coordinate system of the central body and close to the origin (O_SM) of the body-fixed coordinate system of the shear module are constructively achieved by the configuration of the individual devices and modules can be. In the context of the controllable thrust levels of the thrust vectors, there is now a system with which the 6 degrees of freedom of the aircraft, the position of the center of gravity and the angular position of the central body can be controlled independently of each other within a wide range, even if disturbance forces and disturbance moments occur.

The control device according to the invention consists of a central assembly platform and a thrust module. 4 shows an embodiment of the control device according to the invention with the shear module type-0 and the execution of the mounting platform after 1 with the associated coordinate systems and the definition of relative rotation between the mounting platform and the shear module.

Further allows This system allows the failure of a thruster (except for spontaneous structural breaks) dominate and allow a stable position and location control however, the energy consumption increases compared to the nominal case.

For safety reasons, a second controllable axial main rotary mechanism ( 7 ) can be used, because then in the failure of the former no permanent malfunction occurs and the control device so that 'single point failure free' is, and in addition a doubling of the torque range is achieved around the main rotary shaft in an emergency.

How out 5 and 6 To see the mounting platform of the controller can be designed as aerodynamic lift module (classic wing profile, lattice wings, etc.) and is then used in fast horizontal flight as a vertical force component generator resulting in a compensation of the gravity of the aircraft and thus drastically reduces energy consumption the thruster is reduced. The design of this structure is adjusted according to the specific task and mission of the aircraft.

The at the outer structural arms ( 11a . 11b . 12a . 12b ) attached aerodynamic structures ( 24 . 25 . 25 . 26 ) (vertical small wings), see 5 and 6 , improve energy consumption in fast horizontal flight because they generate the lateral forces required for position control with appropriate control of the angular position and thus additionally relieve the thrust generators.

6 shows the schematic plan view of a variant of the embodiment of the integrated control device according to the invention with a push module type-1, shown in FIG 4 , wherein the central mounting platform is designed here as an aerodynamic lift structure and wherein at the outer structural arms ( 11a . 11b . 12a . 12b ) aerodynamic structures ( 24 . 25 . 25 . 26 ) are mounted vertically.

7 shows an embodiment of a type-1 shear module according to the invention, wherein in each of the two fastening devices ( 17a . 18a ), two structural arms ( 11a . 11b or 12a . 12b ) with two axial and adjustable rotary mechanism ( 9a . 9b , or 10a . 10b ) are coupled and stored so that each structural arm is rotatable independently of the others. The longitudinal axis directions of the structural arms are characterized by angles of incidence ( 51 . 52 . 53 . 54 ) and are used in the fastening devices ( 17a . 18a ) and fixed. In turn, each one of these fastening devices is fixed to an outer end of the guided out of the central body main rotary shaft. This allows each thruster ( 1 . 2 . 3 . 4 ) are pivoted independently of the other thrusters against the main rotary shaft axis. This allows one to achieve the torque around the main thrust of the device when levitating as well as the horizontal flight approximately without changing the thrust levels of the thruster.

An inventive embodiment of a shear modulus of type-2 is in 8th shown. In this case, the controllable axial outer rotary mechanisms ( 9a . 9b . 10a . 10b ) at the ends of the outer structural arms ( 11a . 11b . 12a . 12b ) via four fastening devices ( 17b . 17c . 18b . 18c ) with the controllable thrusters ( 1 . 2 . 3 . 4 ) led together. Depending on a fastening device ( 17b . 17c . 18b . 18c ) couples and stores one of the four controllable thrusters ( 1 . 2 . 3 . 4 ) with one of the axial adjustable rotary mechanisms ( 9c . 9d . 10c . 10d ) each having an outer structural arm ( 11a . 11b . 12a . 12b ) such that the thrust vector of each controllable thruster can be pivoted independently of the others and the direction of the axes of rotation of the outer rotary mechanisms relative to the structural arms which are defined by the fixed angles ( 55 . 56 . 57 . 58 ) are adhered to. Each two of the outer structural arms are in this case via fasteners ( 17a . 18a ) at the ends of the bearing main rotary shafts ( 15 or 16a . 16b ) outside the central body so fastened that the required longitudinal axis directions of the structural arms relative to the main rotary shaft, which by angle of attack ( 51 . 52 . 53 . 54 ) are adhered to.

The aircraft according to the invention is obtained from the integration of the thrust module and the central body. The central body, in turn, is obtained by equipping the central assembly platform with means, 'additional system modules and subsystems', for independent dynamic stabilization. Steering and regulation of the position of the aircraft and the center of gravity position. An embodiment of the aircraft according to the invention consisting of a thrust module type-1, a central mounting platform which is designed as aerodynamic lift structure and wherein at the outer structural arms ( 11a . 11b . 12a . 12b ) aerodynamic structures ( 24 . 25 . 25 . 26 ) are mounted vertically and 'additional system modules and subsystems' mounted on or in the mounting platform. Illustrations of this embodiment of the aircraft according to the invention are in 10 . 11 for hovering and in 12 to see for the horizontal flight.

These are the following, additional system modules and subsystems': a known position and position measuring system ( 35 ) which can be selected according to the aircraft's mission, among others, from the following types of devices: an inertial measurement unit (IMU) with a triaxial gyro package and a triaxial accelerometer, a triaxial magnetic field meter, a GPS absolute position and velocity gage, a ride and altimeter and relative gauges for location and distance (mini-radar, LIDAR, LRF). a central or decentralized board computer system ( 32 ) in addition to the known functions such as electronic interfaces for data transmission from and to position and position measurement system and to the other aircraft modules and measuring devices (temperature, current and voltage measurement, etc.), Determination of the state vector of the overall system, thrust control of propellers and engines, data processing and transmission of telemetry data, implementation of ground station commands store important information of the overall system state in a data store, autonomous flight guidance and flight planning and storage and execution of the user and operating system software, including the According to the invention performs novel functions such as electronic interface to the novel control device, determination of the dynamic torque and force setpoint vectors needed to stabilize and control the position of the central body and the center of gravity position of the aircraft according to the embodiment d he control device, transformation of the above forces and moments vectors into equivalent setpoints corresponding to existing actuators, as dynamic angle setpoints for the adjustable axial rotation mechanisms and shear forces setpoints for the controllable thruster, electronic interface for transferring the setpoints the inputs of the rotary mechanisms and thrusters, monitoring the Execution of the setpoint values and determination of error states of the control device and of the aircraft and initiation of corrective measures if necessary a payload module ( 33 ) according to the selected task of the aircraft. a centralized or decentralized power supply module ( 34 ) with known devices such as, batteries, with or without hybrids, power or voltage generators, with or without fuel tank, and an energy distribution device and supply lines. The assembly platform with the integrated, additional system modules and subsystems' is called the central body.

The Mounting platform with the, additional system modules and subsystems the 'central body' of the aircraft.

A further embodiment of the aircraft according to the invention is in 13 to be seen opposite to in the 10 . 11 . 12 version used is a push-type module of Type-2 instead of Type-1.

The 14 and 15 schematically show the possibility of increasing the lift surfaces of the aircraft by an extension of the main shafts on the fastening devices ( 17a . 18a ) outward. At the extended head waves ( 15 . 16 ) are special outer wings ( 59 . 60 ), each having inside a storage facility ( 63 . 64 ) to the main shaft and an adjustable axial rotation mechanism 61 . 62 ), which is connected to the main rotary shaft have. The outer wings can thus be rotated relative to the main shaft and compensate for the rotation of the main rotary shaft and thus can continuously occupy the same position as the aerodynamic central body. This opens up the possibility to reduce energy consumption even in slow observation flight.

In 9 is a variant of the control device according to the invention with the central body lifting and landing only in the vertical direction and is suitable for the very fast horizontal flight in which the fastening devices ( 17a . 18a ) are attached directly to the central body and non-rotatable outer additional wings also on the same fastening devices ( 17a . 18a ) can be attached from the outside.

The central body can take any desired position relative to a Erdfesten coordinate system while levitating the disturbing forces and disturbance moments are compensated by appropriate orientation of the rotating arms, the main rotating shaft relative to the desired position of the central body and by appropriate thrust levels of the thruster z. B. to reduce the visible surface from the ground, or to take an optimal viewing position. Another possibility is to rotate the central body while floating around the Z-axis of the Earth-fixed coordinate system with a selectable rotation speed to scan the horizon, see also the schematic representation in FIG 17 ,

As in 16 shown schematically in extreme wind conditions, the aircraft in the position attitude almost like the fast horizontal flight against the wind, however, with relative zero speed relative to the target position relative to the ground. Thus, the position can be maintained even at high wind speeds.

In the 18 and 19 is schematically illustrated the takeoff from a takeoff / landing gear and hover, the transition to fast horizontal flight and back to hover, and landing on a takeoff / landing gear of a possible execution of the aircraft.

Y _SC

axis of the central body firming coordinate system

X _SC

axis of the central body firming coordinate system

Z _SC

axis of the central body firming coordinate system

O_SC

origin of the central body firming coordinate system

X _SM

axis of the body-tight Shear modulus coordinate system

Y _SM

axis of the body-tight Shear modulus coordinate system

Z _SM

axis of the body-tight Shear modulus coordinate system

O_SM

origin of the body-tight Shear modulus coordinate system

X _S1

 axis of the body-tight Coordinate system of the thruster

Y _S1

axis of the body-tight Coordinate system of the thruster

Z _S1

axis of the body-tight Coordinate system of the thruster

O_S1

origin of the body-tight Coordinate system of the thruster

X _S2

axis of the body-tight Coordinate system of the thruster

Y _S2

axis of the body-tight Coordinate system of the thruster

Z _S2

axis of the body-tight Coordinate system of the thruster

O_S2

origin of the body-tight Coordinate system of the thruster

X _S3

axis of the body-tight Coordinate system of the thruster

Y _S3

axis of the body-tight Coordinate system of the thruster

Z _S3

axis of the body-tight Coordinate system of the thruster

O_S3

origin of the body-tight Coordinate system of the thruster

X _S4

axis of the body-tight Coordinate system of the thruster

Y _S4

axis of the body-tight Coordinate system of the thruster

Z _S4

axis of the body-tight Coordinate system of the thruster

O_S4

origin of the body-tight Coordinate system of the thruster

1

regulated thruster

2

regulated thruster

3

regulated thruster

4

regulated thruster

5

Central body

5a

Assembly Shell of the central body

5b

cover Shell of the central body

6

adjustable Rotary mechanism of the main rotary shaft

7

redundant Inner adjustable rotary mechanism of the main rotary shaft

8th

head Rotary shaft connection structure

9a

adjustable axial rotation mechanism of the outer rotary arm

9b

adjustable axial rotation mechanism of the outer rotary arm

10a

adjustable axial rotation mechanism of the outer rotary arm

10b

adjustable axial rotation mechanism of the outer rotary arm

11a

Outer structural arm

11b

Outer structural arm

12a

Outer structural arm

12b

Outer structural arm

13

head shaft bearing

14

head shaft bearing

15

head Rotary shaft

16a

head Rotary Welle_1

16b

head Rotary Welle_2

17a

Mounting device on the main rotary shaft 15 or 16a

17b

Fastening device at the end of the outer structural arm 11a

17c

Fastening device at the end of the outer structural arm 11b

18a

Mounting device on the main rotary shaft 15 or 16b

18b

Fastening device at the end of the outer structural arm 12a

18c

Fastening device at the end of the outer structural arm 12b

19

Y _SC =: shaft rotation axis

20

X _SC =: Nominal direction of the joint

21

Z _SC =: Nominal earth direction

22

O_SC =: Nominal center of mass of the entire aircraft

23

Vertical small-wing attached to the outer arm of the structure 11a

24

Vertical small-wing attached to the outer arm of the structure 12a

25

Vertical small-wing attached to the outer arm of the structure 11b

26

Vertical small-wing attached to the outer arm of the structure 12b

27i

Propeller blade of the i-th thruster (i from 1 to 4)

28i

Propeller blade of the i-th thruster (i from 1 to 4)

29i

adjustable Turning mechanism for propeller blade adjustment of the i-th thruster (i from 1 to 4)

Delta_i

Variable rotation angle of the adjustable turning mechanism 29i (i from 1 to 4)

30i

propellers Electric motor of the i-th thruster (i from 1 to 4)

31i

propellers Combustion engine of the i-th thruster (i from 1 to 4)

32

shelf Computer with integrated control device

32a

control device

33

payload module

34

Power supply module

35

Measuring system

36i

engine Nozzle i-th Thruster (i from 1 to 4)

37i

engine Nozzle i-th Thruster (i from 1 to 4)

38i

controllable Engine valve of the i-th thruster (i from 1 to 4)

39i

controllable Engine valve of the i-th thruster (i from 1 to 4)

40

Setpoint input for adjustable outer turning mechanism 10a

alpha2

Variable relative angle of rotation generated by turning mechanism 10a

41

Setpoint input for adjustable outer turning mechanism 9a

alpha1

Variable relative angle of rotation generated by turning mechanism 9a

42

Setpoint input for adjustable outer turning mechanism 10b

alpha4

Variable relative angle of rotation generated by turning mechanism 10b

43

Setpoint input for adjustable outer turning mechanism 9b

Alpha3

Variable axial rotation angle generated by turning mechanism 9b

44i

Setpoint for adjustable turning mechanism 29i (i from 1 to 4)

45a

Setpoint input for adjustable turning mechanism 6 the main rotary shaft

beta_1

Variable setpoint Angle of rotation generated by turning mechanisms 6

45b

Setpoint input for the redundant variable rotation mechanism 7 the main rotary shaft

beta_2

Variable setpoint Angle of rotation generated by turning mechanisms 7

46

Setpoint input of the controllable thruster 2

TH2

Variable thrust setpoint of the thruster 2

47

Setpoint input of the controllable thruster 1

TH1

Variable thrust setpoint of the thruster 1

48

Setpoint input of the controllable thruster 4

TH4

Variable thrust setpoint of the thruster 4

49

Setpoint input of the controllable thruster 3

TH3

Variable thrust setpoint of the thruster 3

50a_i

Time modulated on / off signals for engine valves 39i (i from 1 to 4)

50b_i

Time modulated on / off signals for engine valves 38i (i from 1 to 4)

51

Fixed angle of attack of the longitudinal axis of the structural arm 11a opposite the main rotary shaft axis

52

Fixed angle of attack of the longitudinal axis of the structural arm 12a opposite the main rotary shaft axis

53

Fixed angle of attack of the longitudinal axis of the structural arm 11b opposite the main rotary shaft axis

54

Fixed angle of attack of the longitudinal axis of the structural arm 12b opposite the main rotary shaft axis

55

Fixed angle of attack of the longitudinal axis of the structural arm 11a opposite the axis of rotation of the controllable outer rotary mechanism 9a

56

Fixed angle of attack of the longitudinal axis of the structural arm 12a opposite the axis of rotation of the controllable outer rotary mechanism 10a

57

Fixed angle of attack of the longitudinal axis of the structural arm 11b opposite the axis of rotation of the controllable outer rotary mechanism 9b

58

Fixed angle of attack of the longitudinal axis of the structural arm 12b opposite the axis of rotation of the controllable outer rotary mechanism 9a

59

Additional Tragflügel_1

60

Auxiliary wing-2

61

axial adjustable turning mechanism of the additional wing_1

Gama1

Variable relative angle of rotation generated by turning mechanism 61

62

axial adjustable turning mechanism of the additional wing_2

Gama2

Variable relative angle of rotation generated by turning mechanism 62

63

head Rotary Shafts Bearing of additional wing_1

64

head Rotary axles bearings of auxiliary wing_2

Claims (12)

Robust and agile aircraft with central body and thrust module and means for independent dynamic control of the position of the central body and the center of gravity position and autonomous steering, characterized in that the thrust module according to the main claim 4 and its dependent claims and the central body consists of the following elements: an assembly platform of the control device according to the main claim 3 and its dependent claims. a known position and position measuring system ( 35 ) which can be selected according to the aircraft's mission, among others, from the following types of devices: an inertial measurement unit (IMU) with a triaxial gyro package and a triaxial accelerometer, a triaxial magnetic field meter, a GPS absolute position and velocity gage, a ride and altimeter and relative gauges for location and distance (mini-radar, LIDAR, LRF). a central or decentralized board computer system ( 32 ) in addition to the known functions such as electronic interfaces for data transmission from and to the position and position measurement system and to the other aircraft modules and measuring devices (temperature, current and voltage measurement, etc.), Determining the state vector of the overall system, thrust control of propellers and engines, data processing and transmission of telemetry data, implementation of ground station commands store important information of the overall system state in a data store, autonomous flight guidance and flight planning and storage and execution of user and operating system software, including the According to the invention performs novel functions such as electronic interface to the novel control device, determination of the dynamic torque and force setpoint vectors required for stabilization and control of the position of the central body and the center of gravity position of the aircraft according to the embodiment the control device according to the main claim 2, transformation of the above forces and moments vectors into equivalent setpoints for the embodiment of the control device according to main claim 2 corresponding actuators, as dynamic angle setpoints for the adjustable axial rotation mechanisms and shear rates setpoints for the controllable thruster, electronic interface for transfer the setpoint values to the inputs of the rotary mechanisms and thruster, monitoring the execution of the setpoints and determining error states of the control device and the aircraft and initiate corrective action if necessary. a payload module ( 33 ) according to the selected task and execution of the aircraft, z. As cameras, IR sensors, active systems, etc .. a centralized or decentralized power supply module ( 34 ) with known devices such as, batteries, with or without hybrid power or voltage generation, with or without fuel tanks with pumps and a power distribution device and with supply lines; Control device with a central mounting platform and a thrust module for independent dynamic and robust control of the position of the thrust module and the center of gravity position of an aircraft, characterized in that the control device consists of a central mounting platform consists of the main claim 3 and its dependent claims and a thrust module according to the main claim 4 and its dependent claims. Central mounting platform of the aircraft according to the invention according to main claim 1 and the control device according to main claim 2, characterized in that the central mounting platform from a mounting sheep ( 5a ), one or no lid ( 5b ), the main shaft bearings ( 13 . 14 ) and at least one controllable axial main shaft rotating mechanism ( 6 ) attached to the mounting shell ( 5a ) consists. Central mounting platform according to claim 3, characterized in that the mounting shell ( 5a ) with lid ( 5b ) as aerodynamic buoyancy structure such. As supporting wing, delta wing, lattice wings, etc., is formed and used as an additional vertical force actuator. Central mounting platform according to claim 3 or claims 3 and 4, characterized in that the mounting platform has an additional controllable axial main shaft rotating mechanism ( 7 ) attached to the mounting shell ( 5a ) owns. Thrust module of the aircraft according to the invention according to main claim 1 and after and the control device according to main claim 2, characterized in that the thrust module consists of the following elements: four adjustable thruster ( 1 . 2 . 3 . 4 ) the basic force actuators, which at the end of an associated structural arm ( 11a . 11b . 12a . 12b ), wherein the thrust axis of the controllable thruster may not be co-linear with the longitudinal axis (axis of rotation) of the structural arm, preferably should be oriented perpendicular to this. from four structural arms ( 11a . 11b . 12a . 12b ) on each of which an aerodynamic structure ( 23 . 24 . 25 . 26 ), z. As a vertical wing, can be attached and which is then used as an additional lateral force actuator. four further actuators, the outer axial and adjustable rotary mechanisms ( 9a . 9b . 10a . 10b ). two fastening devices ( 17a . 18a ) each coupling and supporting two structural arms with two axial and controllable rotary mechanisms and ensuring axial rotation about the longitudinal axis directions of the structural arms, longitudinal axis directions of the structural arms being opposite the major rotational axis (FIG. 15 ) by the fixed angle ( 51 . 52 . 53 . 54 ) are defined. One of these fastening devices ( 17a . 18a ) at an outer end of the main rotating shaft (FIG. 15 or ( 16a . 16b ) fixed. a main rotating shaft ( 15 ), which for structural reasons may consist of two sub-waves with a connection structure ( 8th . 16a . 16b ), and those about warehouses ( 13 . 14 ) is executed from the mounting platform (are), and thus allow the relative rotation of the main shaft relative to the mounting platform. an adjustable axial rotation mechanism ( 6 ) on the mounting shell ( 5a ) and is coupled to the main shaft and causes the relative rotation of the main shaft relative to the mounting platform. a control device which determines the dynamic setpoint values of the actuators (Alpha1, Alpha2, Alpha3, Alpha4, Beta1, Th1, Th2, Th3, Th4) necessary for the stabilization, steering and regulation of the position and position of the aircraft and to the inputs ( 40 . 41 . 42 . 43 . 44 ) of the adjustable turning mechanisms ( 6 . 9a . 9b . 10a . 10b ) and the inputs ( 45 . 46 . 47 . 48 ) of the controllable thruster ( 1 . 2 . 3 . 4 ) transmitted. Thrust module according to claim 6, characterized in that the controllable thruster ( 1 . 2 . 3 . 4 ) an air screw with adjustable rotary engine ( 301 . 302 . 303 . 304 ) as a drive and with an adjustable axial rotation mechanism ( 291 . 292 . 293 . 294 ) are equipped to the blade pitch control where the control function of the thruster ( 1 . 2 . 3 . 4 ) converts the setpoint values (TH1, TH2, TH3, TH4) into real thrusts and, from the point of view of energy minimization, the setpoint values (Delta1, Delta2, Delta3, Delta4) of the rotation mechanisms ( 291 . 292 . 293 . 294 ) and to the inputs of the rotary mechanisms ( 441 . 442 . 443 . 444 ) transmits. Thrust module according to claim 7, characterized in that instead of four thruster, four structural arms to each of which an aerodynamic structure can be attached and four outer adjustable rotary mechanisms here only three of these elements are used in context or used with four possible realizations, thruster ( 1 . 2 . 3 ) and three structural arms ( 11a . 11b . 12a ) and three aerodynamic structures ( 23 . 24 . 25 ) and three turning mechanisms ( 9a . 9b . 10a ), Thruster ( 1 . 2 . 4 ) and three structural arms ( 11a . 11b . 12b ) and three aerodynamic structures ( 23 . 24 . 26 ) and three turning mechanisms ( 9a . 9b . 10b ), Thruster ( 1 . 3 . 4 ) and three structural arms ( 11a . 12a . 12b ) and three aerodynamic structures ( 23 . 25 . 26 ) and three turning mechanisms ( 9a . 10a . 10b ), Thruster ( 2 . 3 . 4 ) and three structural arms ( 11b . 12a . 12b ) and three aerodynamic structures ( 24 . 25 . 26 ) and three turning mechanisms ( 9b . 10a . 10b ) Push module according to claim 6 or claim 6 and claim 7 or according to claim 6 and claim 8 or according to claim 6 and 7 and 8, characterized in that the two Befestigungssein directions ( 17a . 18a ) two structural arms with one instead of two, axial and controllable rotating mechanism ( 9a . 10a ) are coupled and stored. Thrust module according to claim 6 or claim 6 and claim 7 or according to claim 6 and claim 8 or according to claim 6 and claim 7 and claim 8, characterized in that at the ends of the mounted main rotary shafts ( 15 ) or ( 16a . 16b ) outside the assembly platform, two each of the four structural arms ( 11a . 11b and 12a . 12b ) by fasteners ( 17a . 18a ) are fixed in such a way that by the fixed angle ( 51 . 52 . 53 . 54 ) defined longitudinal axis directions of the structural arms are guaranteed. At the other ends of the structural arms ( 11a . 11b and 12a . 12b ) is ever a fastening device ( 17b . 17c . 18b . 18c ) attached each one of the four controllable thruster ( 1 . 2 . 3 . 4 ) with one of each of the axial and adjustable rotary mechanism ( 9a . 9b . 10a . 10b ) such that the thrust axis of each controllable thruster can be rotated independently of the others and the direction of the axes of rotation of the outer rotary mechanisms relative to the structural arms defined by the fixed angles ( 55 . 56 . 57 . 58 ). Push module according to claim 6 or claim 6 and claim 7 or claim 6 and claim 8 or claim 6 and claim 7 and claim 8 or claim 6 and claim 7 and claim 8 and claim 9 or claim 6 and claim 7 and claim 8 and claim 10, characterized in that the ends of the main rotary shaft ( 15 , or 16a . 16b ) via the fastening devices ( 17a . 18a ) are extended at which additional, by means of bearings ( 63 . 64 ) and axial adjustable rotary mechanisms ( 61 . 62 ), rotatable aerodynamic lift structures ( 59 . 60 ), z. B. additional wing, are attached. Push module push module according to claim 6 or claim 6 and claim 7 or according to claim 6 and claim 8 or according to claims 6 and 7 and 8, characterized in that the two fastening devices ( 17a . 18a ), attached directly to the mounting platform and the aerodynamic buoyancy structures ( 59 . 60 ), z. B. additional wing, in addition to fastening devices ( 17a . 18a ) can be attached.