DE102019124829A1 - Aircraft system and operating procedures thereof - Google Patents

Abstract

The invention relates to an aircraft system comprising an unmanned, electrically powered aircraft with at least one actuator, with rotors driven by the at least one actuator and with a landing gear, comprising a ground-based landing station connected to the aircraft, comprising a computer-aided control unit for controlling the aircraft and the landing station as well as comprising an electrical energy source for operating the landing station, the aircraft being operated either via a battery module which can be detachably coupled to the aircraft or via a current-carrying cable fixed to the landing station and detachably attachable to the aircraft, the landing station in any case corresponding in sections has a guide unit shaped to form the landing frame for receiving the aircraft on a defined landing point of the landing station and a charging unit for electrically charging the battery module, wherein for landing the L When the aircraft is at the landing point of the landing station, the aircraft is optically and automatically position-controlled via the control unit, in that the aircraft and / or the landing station has a position camera and the control unit uses images and / or data from the position camera to determine a position deviation of the aircraft from the landing point of the landing station. The invention also relates to an operating method for an aircraft system and in particular for an aircraft system according to the invention.

Description

The invention relates to an aircraft system comprising an unmanned, electrically powered aircraft with at least one actuator, with rotors driven by the at least one actuator and with a landing gear, comprising a ground-based landing station connected to the aircraft, comprising a computer-aided control unit for controlling the aircraft and the landing station and comprising an electrical power source for operating the landing station.

The invention also relates to an operating method for an aircraft system and in particular for an aircraft system according to the invention.

Such aircraft systems are used today for a wide variety of applications, both in civil and non-civil areas. For example, they are used for camera-based property surveillance. Such an aircraft system is for example in the DE 10 2015 100 817 A1 specified by the applicant. An unmanned, electrically powered aircraft is disclosed therein, which is connected via a current-carrying cable to a ground-based, moving landing station having an electrical power source. The cable-based operation, in which the aircraft is supplied with the required electrical energy via the cable, allows the aircraft to monitor a defined monitoring area for a very long period of time. Nevertheless, its maximum radius of action is determined by a maximum cable length of the cable. In order to be able to fly close to a monitored object for precise detection or to be able to track a moving object, it is necessary here that the landing station is moved accordingly, for example as a structure on a carrier vehicle, whereby a collision of the cable with an obstacle is avoided got to.

The object of the present invention is to display an aircraft system and an operating method of an aircraft system with which fully autonomous operation of an unmanned, electrically powered aircraft is made possible with an increased flight duration and an improved landing.

To achieve the object, the invention has the features of claim 1. Accordingly, the aircraft is operated either via a battery module that can be detachably coupled to the aircraft or via a current-carrying cable that is fixed to the landing station and can be detachably coupled to the aircraft. The landing station has a guide unit, shaped in any case in sections corresponding to the landing frame, for receiving the aircraft on a defined landing point of the landing station and a charging unit for electrically charging the battery module. To land the aircraft on the landing point of the landing station, the aircraft is optically and automatically position-controlled via the control unit in that the aircraft and / or the landing station has a position camera and the control unit uses images and / or data from the position camera to determine a position deviation of the aircraft from the landing point Landing station determined.

The term battery module here denotes any energy storage unit and in particular a rechargeable electrical energy storage unit with which the aircraft can be operated wirelessly.

For electrical charging, the battery module is decoupled from the aircraft and coupled to the charging unit, a first electrical contact being established between the charging unit and the battery module. In flight operation of the aircraft via the battery module, the latter is decoupled from the charging unit and coupled to the aircraft, a second electrical contact being established between the battery module and the aircraft. The electrical contacts can be formed, for example, via sliding contacts, a plug connection, wirelessly, in particular on the basis of induction, or preferably via spring-loaded contact pins. The second electrical contact is preferably provided on a battery top side of the battery module which, in battery-operated flight mode of the aircraft, faces the aircraft or is coupled to the aircraft. The first electrical contact is preferably provided on a lower side of the battery opposite the upper side of the battery, which is placed on the interchangeable unit when the aircraft lands 6th is attached or is coupled with it.

In order to establish the connection between the aircraft and the landing station or the control unit, they each have a transmitting and receiving unit so that wireless communication is made possible.

The aircraft is designed as a rotary wing aircraft with at least one rotor driven by the actuator and preferably as a multicopter with at least three rotors driven by an assigned actuator. Such multicopters are particularly maneuverable and can also fly complex maneuvers.

When landing, the rotation of the aircraft's rotors generally takes care of one thing Ground-directed airflow (downdraft). This air flow is reflected from the ground near the ground and counteracts the air flow of the aircraft, which makes it more difficult to touch the ground and, in general, to control the position or position of the aircraft near the ground. This process is known as the floor effect. In order to reduce the ground effect and to improve the position control or position stability of the aircraft during landing, according to an advantageous further development the landing station is shaped in such a way that the downdraft of the rotors of the aircraft hitting the landing station is diverted as laterally as possible and not in the direction of the Landing station is reflected on landing aircraft.

The landing station can be stationary or designed as a structure on a mobile carrier vehicle. In principle, a road vehicle, a rail vehicle or a watercraft can be considered as the carrier vehicle. The carrier vehicle can be an agricultural work vehicle, for example a tractor or other harvesting vehicle, a military vehicle, an emergency services vehicle or a civilian vehicle.

While maintaining the invention, it is conceivable that the control unit, in addition to the aircraft, also controls the position of the carrier vehicle with the landing station.

The landing station can be designed to be stationary, for example, on a building roof or directly on the ground. It is conceivable that support elements are provided on the landing station for this purpose.

The control unit can be integrated both in the aircraft and in the landing station or operated independently or provided outside the landing station and the aircraft, the control unit then being operatively connected to the landing station and to the aircraft. The control unit can also be set up stationary or, in the function of a central controller, control several aircraft systems according to the invention at the same time, the control unit then preferably being wirelessly connected to the landing stations or the aircraft via a radio link.

In the context of the invention, an electrical energy source is any energy source which provides the electrical energy required to operate the landing station. In the case of a stationary landing station, the electrical energy source can be provided, for example, by an operated electrical house connection. In the case of a mobile landing station on a carrier vehicle, the electrical energy source can be, for example, a generator or an on-board network connection operated by the carrier vehicle, such as an electric trailer socket.

It is conceivable that the landing station has an electrical voltage converter or an electrical inverter, which transforms the electrical voltage provided by the electrical energy source to a maximum possible or permitted electrical cable voltage, which is introduced into the cable during wired flight operations of the aircraft. As a result, the cable can be designed with a small diameter and thus with a reduced weight, as a result of which a maximum payload or the carrying capacity of the aircraft increases.

The particular advantage of the invention is that the aircraft can be position-controlled completely autonomously by the control unit and can be operated either wired via the current-carrying cable or battery-operated via the battery module, the landing of the aircraft on the landing point of the landing station in conjunction with the control unit optically controlled and takes place fully automatically. The aircraft system according to the invention is also designed in such a way that a change between cable-based flight operation of the aircraft via the cable and battery-operated flight operation of the aircraft via the battery module can be carried out fully automatically.

It is conceivable that the aircraft is additionally position-controlled by means of satellite-assisted navigation (GPS), the aircraft being position-controlled in accordance with the features of claim 1, at least when landing on the landing station, and the satellite-assisted navigation being temporarily switched off. The optical control of the aircraft has an increased positional accuracy compared to the GPS control, in particular with regard to an altitude position, so that the landing point can be approached exactly.

According to a preferred embodiment of the invention, the aircraft has the attitude camera and a landing pattern recognizable for the attitude camera is formed in the landing station, the landing pattern having a center with a defined offset distance from the landing point. The landing point serves as a reference point at which the control unit controls the position of the aircraft when landing. The control unit determines the distance to the landing point by calculating positional deviations of the aircraft relative to the center of the landing pattern of the landing station from the data captured by the position camera, and applying the offset distance to the landing point to this and from this determines a landing course to the landing point. The aircraft is then readjusted in that it is position-controlled by the control unit in accordance with the calculated landing course towards the landing point. In the event of deviations from the determined landing course, the aircraft is correspondingly corrected position-controlled or readjusted by the control unit. The landing course can be recalculated or adjusted several times during the landing process.

While maintaining the invention, it is also conceivable that the landing station has a position camera and / or a sensor which is designed to recognize the aircraft as it approaches the landing station.

According to a further development of the invention, the landing pattern lights up actively and / or is illuminated and / or the position camera is designed as a three-dimensional camera and recognizes the landing station as a three-dimensional landing pattern.

In the context of the invention, a three-dimensional camera is a camera system which is able to record data for the pictorial representation of distances from an entire scene or a spatial depth. Various operating principles are known for this and the three-dimensional camera can be implemented, for example, on the basis of stereoscopy, the triangulation system, interferometry, time-of-flight measurements or other suitable operating principles. When the aircraft lands on the landing station, the three-dimensional camera can also be used to detect obstacles so that, in cooperation with the control unit, a collision of the aircraft or, in cable-operated flight operations of the aircraft, a collision of the cable with the obstacles can be avoided.

The landing pattern is preferably an actively shining pattern of light-emitting diodes (LED pattern) and particularly preferably of infrared light-emitting diodes (IR-LED pattern). Light-emitting diodes advantageously have a particularly high luminosity with a high degree of energy efficiency. Infrared light-emitting diodes are not directly visible to the human eye. The use of IR-LED patterns thus has the advantages, among other things, that the IR-LED patterns do not disrupt normal air traffic with extraneous light and that a position of the landing station is not revealed or camouflaged by visible light. In addition, IR-LED patterns are characterized by good perception even in strong sunshine. On the applicant's side, very good results could be achieved in tests in which a band-pass filter was attached in front of the location camera. It is conceivable that the landing pattern interacts with a brightness sensor in such a way that the landing pattern is automatically illuminated or actively glows in the dark. This ensures reliable detection of the landing pattern by the location camera even during night flights or at a shady location for the landing station.

According to a further development of the invention, the aircraft is position-controlled automatically via the control unit and / or manually via an operating unit connected to the control unit. For example, the operating unit can be a mobile and wireless radio remote control or a smartphone, a tablet or a laptop. A stationary operating unit or a wired operating unit is also conceivable.

According to a further development of the invention, the aircraft has the position camera and / or at least one sensor that can be evaluated by the control unit or an evaluation unit that is operatively connected to the control unit. The sensor is preferably a thermal sensor and / or a thermal imaging camera and / or an infrared camera and / or a spectral measuring device and / or an RGB camera.

In principle, the aircraft, provided it has sufficient load capacity, can serve as a carrier platform for a wide variety of sensors for a wide variety of application scenarios. The aircraft system according to the invention can be used, for example, to identify wild animals or people if a thermal imaging camera is coupled to the aircraft in combination with an RGB camera. With the help of the spectral measuring device as a sensor, green detection or weed analysis can be carried out, for example. When the aircraft is in flight, a three-dimensional camera can also be used, for example, not only to function as a position camera, but also to detect cut edges or heights of crop plants or to detect hazardous parts on roads or runways. In addition to the detection of objects or living beings, a detection of conditions, for example sources of fire, gases, waves at sea, etc., is basically also possible. The invention is not restricted to the application scenarios listed. Numerous other application scenarios are basically conceivable while retaining the invention.

According to a further development of the invention, the landing station provides wind protection elements above the guide unit. The wind protection elements protect the aircraft when landing above the landing point or the guide unit from unwanted displacement by gusts of wind and thus improve the position control or position stability of the aircraft during the Landing process on the landing station. The draft protection elements and at least 50 cm and a maximum of 2.5 m vertically protrude beyond the top of the guide unit.

According to a further development of the invention, the wind protection elements are designed as wind protection nets and / or perforated sheet metal walls and / or closed walls. The wind protection elements can be folded out or fixed at the landing station with adjustable angles. A wind permeability of the wind protection elements decreases towards the guide unit. The wind protection elements can be folded in for transporting the landing station, whereby the landing station can be brought into a transport position that is as compact as possible. When the aircraft is in flight, the wind protection elements are preferably folded out in a funnel shape. In an upper area, the wind protection elements are designed to be coarse-meshed and have a higher wind permeability than in a narrower-meshed lower area. Preferably, the wind protection elements gradually become more windproof or dense towards the guide unit. This counteracts abrupt changes in crosswind speeds, which can cause the aircraft to oscillate and make it uncontrollable when approaching the landing station or taking off from the landing station. It is also conceivable that the wind protection elements are formed in one piece or in one piece and form a closed wall above the guide unit.

It is preferably provided that the downdraft generated by the rotors of the aircraft and diverted to the landing station can flow out to the side of the landing station below the wind protection elements. For this purpose, a sufficient free space is preferably provided on the underside of the wind protection elements, in particular if the wind protection elements are closed walls.

According to a further development of the invention, the landing station has a housing. The housing is designed to enclose the aircraft in the transport position and has housing wall elements that can be folded out and / or a closable roof element for removing the aircraft in a position of use. The housing wall elements and / or the roof element can be brought from the transport position into the use position and back manually and / or actuators via the control unit.

The landing pattern output by the landing station is preferably provided on the roof element of the housing, from where it is clearly visible to the position camera on the aircraft. The roof element is preferably large in area, so that the largest possible landing pattern is spanned, which can also be captured well by the position camera from a great height. For landing, the roof element is brought into the position of use in such a way that the housing of the landing station is open on the top and can accommodate the landing aircraft.

Provision is made for the aircraft to be accommodated in the housing of the landing station outside of operation or for transporting the aircraft. For this purpose, the housing is brought into the transport position, the housing wall elements or the roof element forming the housing as a closed envelope. The aircraft is then stored in the housing in such a way that it is protected from damage and, if necessary, from unfavorable weather conditions such as precipitation.

According to a development of the invention, the guide unit has an open upper side and an inclined inner wall or an inner wall having a radius in such a way that an inner cross section of the guide unit is widened towards the upper side. The upper side of the guide unit accordingly has an opening which is larger than a frame underside of the landing frame of the aircraft. Accordingly, the aircraft does not have to be position-controlled to land on the landing station exactly above the opening of the guide unit. Rather, the landing gear can fly into the opening of the guide unit with lateral play. As soon as the landing gear is immersed in the guide unit through the opening, the position control of the aircraft can be stopped. The landing frame is then aligned in a self-centering or positively-driven manner in the guide unit above the landing point, in that the landing frame slides down the funnel-shaped inner wall of the guide unit to a defined landing position height. For this purpose, the landing point is preferably provided in a center point of the cross section of the guide unit of the landing station. The position control of the aircraft during the landing process on the landing station is thereby greatly simplified.

An advantageous embodiment provides that the landing gear and the inner wall of the guide unit are in any case conical in sections or ring-shaped in cross section. As a result, there is no risk of the landing gear tilting in the guide unit, and an exact horizontal alignment of the aircraft is not required for immersion in the guide unit.

According to a development of the invention, an inverter module with a power cable is used to operate the aircraft electrical voltage converter is provided, one end of the cable facing away from the landing station being operatively connected to the inverter module and the inverter module being designed for coupling to the aircraft. The cable is live, so that the cable acts as an energy conductor and transfers the electrical energy required for flight operations of the aircraft from the landing station to the aircraft. The electrical voltage converter converts the cable voltage introduced into the cable to an electrical operating voltage required by the aircraft. Depending on the application, a direct voltage converter (DC-DC converter) or an inverter (DC-AC converter) can be provided as the electrical voltage converter. Direct current or alternating current can be used as the cable voltage in the cable or as the operating voltage in the aircraft.

It is also conceivable that communication or control signals are transmitted via the cable in the cable-based flight operation of the aircraft. In the current-carrying cable, these signals can be modulated onto the electrical cable voltage in the current-carrying cable, for example by means of powerline technology. A further development of the invention provides a glass fiber in the current-carrying cable for signal transmission.

The cable can be designed as a twisted line or as a multiple line. For weight reasons, a cable core of the cable is preferably formed from an electrically conductive material with a low density, in particular a light metal such as aluminum and / or from electrically conductive carbon fibers.

The cable also serves to limit the aircraft's radius of action. A cable length of the cable is preferably dimensioned such that a maximum flight altitude of the aircraft, which is uncritical for existing safety regulations, is not exceeded. A preferred cable length is 30 m, with different and, in particular, longer cable lengths also being feasible.

An advantageous development provides that the cable can be hauled in via a winch and is kept under tension on the cable during operation of the aircraft. In this way, an engine power to be generated by the actuators can be reduced to a minimum value. For this purpose, the winch is controlled by an actuator, with a force sensor measuring the tension on the cable. If the tension falls below a minimum value, the winch is readjusted accordingly.

According to a further development of the invention, at least one first battery module and at least one second battery module are provided. The use of several battery modules, which are coupled to the aircraft at the same time, enables an increased total usable charge capacity or increased usable electrical energy for the wireless flight operation of the aircraft. In this way, greater distances to the landing station can be controlled or longer flight times are made possible.

It is also conceivable that an electrically discharged battery module is replaced fully automatically by a battery module that is electrically charged by the charging unit if its charging capacity is critical or if the charging capacity or charging voltage of the battery module falls below a minimum value. In principle, the aircraft can also be operated solely via battery modules and only needs to land on the landing point of the landing station to change the battery module.

According to a further development of the invention, the landing station has an interchangeable unit. The interchangeable unit is designed to optionally couple and / or decouple the battery module and / or the cable with the aircraft and / or with the charging unit. Furthermore, the interchangeable unit is designed to transfer the battery module and / or the cable from the aircraft to the charging unit or vice versa.

The exchange unit is preferably provided above the loading unit and below or at the level of the guide unit. Thus, the interchangeable unit can couple or decouple the inverter module or the battery modules from the aircraft that has landed in the guide unit and transfer it to the charging unit.

A further advantageous development provides that the interchangeable unit is constructed in the form of a carousel, the inverter unit for the wired flight operation of the aircraft with the current-carrying cable being arranged centrally within the interchangeable unit and the battery modules being arranged radially distributed around the inverter unit in the interchangeable unit. The battery modules are preferably provided in the interchangeable unit in a radially uniformly distributed manner. The interchangeable unit is preferably mounted so that it can be rotated through 360 °, so that in a first process at least two battery modules can be decoupled from the aircraft that has landed and received in the interchangeable unit. The interchangeable unit then rotates in a second step and several battery modules charged by the charging unit can be coupled to the aircraft at the same time.

To couple the inverter module and the battery modules, for example, a mechanical and / or a magnetic and / or an electromagnetic lock can be provided, the lock preferably being able to be locked or unlocked automatically by the control unit. It is also conceivable for the interchangeable unit to actuate or activate the lock on the aircraft. The exchange unit can be connected to the control unit and controlled by the same.

To achieve the object, the invention has the features of independent claim 13.

• - über ein an der Landestation festgelegtes stromführendes Kabel betrieben wird und
• - von der Steuereinheit positionsgesteuert wird derart, dass von der Lagekamera und/oder dem Sensor wenigstens ein definierter Überwachungsbereich erfasst wird,

wobei dann die Steuereinheit und/oder eine mit der Steuereinheit wirkverbundene Auswerteeinheit in von der Lagekamera und/oder von dem Sensor erfassten Bildern und/oder Daten den Überwachungsbereich betreffend ein Ereignis auswertet und dem Ereignis einen Ereignispositionsbereich in dem Überwachungsbereich zuordnet, wobei anschließend zum Überführen des Luftfahrzeugs in einen den Ereignisbereich kontrollierenden Kontrollflugbetrieb,

• - das Luftfahrzeug durch die Steuereinheit zum Landen auf dem Landepunkt in der Landestation positionsgesteuert wird,
• - das Landegestell des gelandeten Luftfahrzeugs in der Führungseinheit der Landestation aufgenommen ist,
• - in der Landestation das Kabel von dem Luftfahrzeug entkoppelt wird und wenigstens ein von der Ladeeinheit elektrisch aufgeladenes erstes Akkumodul an das Luftfahrzeug gekoppelt wird,
• - das Luftfahrzeug von der Landestation abhebt und über das erste Akkumodul betrieben fliegt, wobei das Luftfahrzeug von der Steuereinheit zur Kontrolle des Ereignispositionsbereichs positionsgesteuert wird.

As a result, the aircraft is initially in normal flight mode

• - is operated via a live cable fixed at the landing station and
• - The position is controlled by the control unit in such a way that at least one defined monitoring area is recorded by the position camera and / or the sensor,

wherein the control unit and / or an evaluation unit operatively connected to the control unit then evaluates the monitoring area relating to an event in images and / or data captured by the location camera and / or the sensor and assigns an event position area in the monitoring area to the event Aircraft to a control flight operation controlling the incident area,

• - the aircraft is position-controlled by the control unit for landing on the landing point in the landing station,
• - the landing gear of the landed aircraft is included in the command unit of the landing station,
• - In the landing station, the cable is decoupled from the aircraft and at least one first battery module electrically charged by the charging unit is coupled to the aircraft,
• - The aircraft takes off from the landing station and flies operated via the first battery module, the aircraft being position-controlled by the control unit to control the event position area.

In this case, the aircraft is advantageously transferred from wired normal flight operation to battery-operated control flight operation with a maximum radius of action determined by the cable length of the cable. In control flight operations, the aircraft is operated by the first battery module and has a free radius of action that is only limited by the charging capacity of the first battery module. The aircraft can thus be flown particularly close to the event position area during control flight operations and, for example, detect an object, animal or person triggering the event from a short distance and automatically track it.

The evaluated event can be different depending on an intended application scenario of the aircraft system according to the invention. When the aircraft system is used for object monitoring, the event can be evaluated in that the position camera or the sensor in the monitoring area detects an object, an animal, a person or a condition, for example a source of fire. For example, a movement sequence within the recorded monitoring area can be evaluated on the basis of the recorded images or data from the location camera or the sensor. It is also conceivable that the event is evaluated if data values or data value intervals, colors or geometric shapes or combinations thereof stored in the images or data from the position camera or the sensor are recognized. For example, depending on the application scenario and the type of sensor used or the location camera used, object and / or status detection based on edge detection and / or transformations and / or size detection and / or spectral or color detection and / or a software-based application can be used be performed.

• - das Luftfahrzeug durch die Steuereinheit zum Landen auf dem Landepunkt in der Landestation positionsgesteuert wird,
• - das Landegestell des gelandeten Luftfahrzeugs in der Führungseinheit der Landestation aufgenommen ist,
• - in der Landestation das erste Akkumodul von dem Luftfahrzeug entkoppelt und das Kabel an das Luftfahrzeug gekoppelt wird und
• - das Luftfahrzeug von der Landestation abhebt und über das Kabel betrieben fliegt, wobei das Luftfahrzeug von der Steuereinheit positionsgesteuert wird derart, dass von der Lagekamera und/oder dem Sensor der Überwachungsbereich erfasst wird.

According to a preferred embodiment of the invention, the control unit and / or the evaluation unit evaluates the event as ended, the aircraft then being transferred from battery-operated control flight operation back to wired normal flight operation by

• - the aircraft is position-controlled by the control unit for landing on the landing point in the landing station,
• - the landing gear of the landed aircraft is included in the command unit of the landing station,
• - In the landing station, the first battery module is decoupled from the aircraft and the cable is coupled to the aircraft and
• the aircraft takes off from the landing station and flies operated via the cable, the aircraft being position-controlled by the control unit in such a way that the surveillance area is detected by the position camera and / or the sensor.

The transfer of the aircraft from battery-operated control flight operation back to wired normal flight operation after the occurrence of the event has the advantage that the first battery module can be charged by the charging unit in the landing station during normal flight operation. In this way, the aircraft can be prepared for a maximum flight time in a further battery-operated control flight operation in the event that a new event may be evaluated.

According to a further development of the invention, the control unit detects a state of charge of the first battery module coupled to the aircraft. If the charge level of the first battery module falls below a critical level, the aircraft is guided by the control unit for landing on the landing point in the landing station. After landing, the landing gear of the aircraft is received in the guide unit of the landing station and in the landing station the first battery module is decoupled from the aircraft and a second battery module charged by the charging unit is coupled to the aircraft.

In principle, the flight time of the aircraft in flight operation via the battery module coupled to it is limited by its charging capacity. If the recorded event has to be observed longer than the flight time allows due to the charging capacity of the first battery module, the aircraft can briefly land on the landing station and the discharged first battery module can be replaced by a charged second battery module. The aircraft can then fly back battery-operated to control the event position area in its vicinity. A plurality of first battery modules and a plurality of second battery modules are preferably provided for a longer flight time of the aircraft. A sufficient number of battery modules is particularly preferably provided such that the aircraft can be operated purely using battery modules. This ensures that at least one electrically fully charged battery module is always available for the battery-operated flight operation of the aircraft or that the aircraft can be operated in flight via additional battery modules over the entire charging period of a charging process of a battery module.

Further advantages, features and details of the invention can be gathered from the further subclaims and the following description. Features mentioned there can be essential to the invention either individually or in any combination. Features and details of the aircraft system described according to the invention naturally also apply in connection with the method according to the invention and vice versa. In this way, mutual reference can always be made to the disclosure of the individual aspects of the invention. The drawings serve only by way of example to clarify the invention and are not of a restrictive nature.

• 1 ein erstes Ausführungsbeispiel eines erfindungsgemäßen Luftfahrzeugsystems mit den wesentlichen Komponenten in einer Explosionsansicht,
• 2 das erfindungsgemäße Luftfahrzeugsystem nach 1 in einer perspektivischen Ansicht mit einem kabelbetriebenen Luftfahrzeug,
• 3 das erfindungsgemäße Luftfahrzeugsystem nach 1 in einer perspektivischen Ansicht mit dem Luftfahrzeug über ein Akkumodul betrieben,
• 4 eine perspektivische Ansicht auf ein zweites Ausführungsbeispiel des erfindungsgemäßen Luftfahrzeugsystems mit dem kabelbetriebenen Luftfahrzeug,
• 5 eine perspektivische Ansicht auf das erfindungsgemäße Luftfahrzeugsystem nach 4 mit dem Luftfahrzeug akkubetrieben über ein erstes Akkumodul und ein zweites Akkumodul,
• 6 eine Vorderansicht auf das erfindungsgemäße Luftfahrzeugsystem nach 4 mit dem Luftfahrzeug in einer Landestellung auf einer Landestation,
• 7 eine perspektivische Ansicht auf das erfindungsgemäße Luftfahrzeugsystem nach 4 mit dem Luftfahrzeug in der Landestellung und
• 8 eine perspektivische Ansicht auf ein drittes Ausführungsbeispiel des erfindungsgemäßen Luftfahrzeugsystems mit dem Luftfahrzeug in der Landestellung auf der Landestation.

Show it:

• 1 a first embodiment of an aircraft system according to the invention with the essential components in an exploded view,
• 2 the aircraft system according to the invention 1 in a perspective view with a cable-operated aircraft,
• 3 the aircraft system according to the invention 1 operated in a perspective view with the aircraft via a battery module,
• 4th a perspective view of a second embodiment of the aircraft system according to the invention with the cable-operated aircraft,
• 5 a perspective view of the aircraft system according to the invention according to FIG 4th battery-operated with the aircraft via a first battery module and a second battery module,
• 6th a front view of the aircraft system according to the invention 4th with the aircraft in a landing position on a landing station,
• 7th a perspective view of the aircraft system according to the invention according to FIG 4th with the aircraft in the landing position and
• 8th a perspective view of a third embodiment of the aircraft system according to the invention with the aircraft in the landing position on the landing station.

A first embodiment of the aircraft system according to the invention is shown in FIG 1 to 3 . The aircraft system according to the 1 to 3 includes an aircraft 1 in the embodiment of a multicopter with six rotors 13th , with the rotors 13th each from an actuator arranged below 12th are driven. With the actuators 12th it is preferably each individually speed controllable and electrically driven brushless motors. The actuators 12th are each on a radially protruding arm of an aircraft housing 15th of the aircraft 1 set. The arms are arranged evenly distributed radially. On one of the rotors 12th opposite bottom 14th of the aircraft 1 is a landing gear in the middle 11 intended. The landing gear 11 is in the embodiment shown according to the 1 to 3 Shaped in the form of a wire mesh, which edges one of the aircraft housing 14th based on a tapering truncated pyramid.

The aircraft system according to the invention further comprises a landing station 2 with a guide unit 8th which is used to hold the landing gear 11 des on the landing station 2 landing aircraft 1 is trained. In the 1 to 3 is on a full representation of the landing station 2 waived. It is only the leadership unit in it 8th shown, the guide unit 8th is shown with a partially broken wall. The management unit 8th has an open top for this purpose 10 on through which the landing gear 11 into the management unit 8th when landing on the landing station 2 can immerse. An inside wall 9 the management unit 8th corresponds to the landing gear 11 of the aircraft 1 shaped. As a result, the guide unit 8th a truncated pyramid-shaped recess, the cross-section of which extends to the top 10 extended towards and which into the top 10 flows out. This makes it possible for that to happen to the inner wall 9 landing gear correspondingly shaped to the guide unit 11 of the aircraft 1 forcibly guided or self-finding in the management unit 8th can submerge during landing.

The aircraft 1 can optionally be wired via a on the landing station 2 fixed, live cable 4th or battery-operated via an electrical battery module 3 operate.

For wired flight operations of the aircraft 1 is at one of the landing stations 2 opposite end of the cable 4th an inverter module 5 intended. The inverter module 5 includes an electrical voltage converter which is one of the landing station 2 in the cable 4th incoming electrical voltage to one for the aircraft 1 converts the required operating voltage.

The electric battery module 3 forms a rechargeable electrical energy store, which provides electrical energy for wireless flight operation of the aircraft 1 provides.

The battery module 3 as well as the cable 4th with the specified inverter module 5 are part of a in the 1 to 3 Exchange unit not shown in detail 6th the landing station 2 . When landing the aircraft 1 at the landing station 2 can the exchange unit 6th optionally the battery module 3 or the inverter module 5 to the aircraft 1 couple. In the embodiment according to 1 to 3 assigns the inverter module 5 a substantially T-shaped cross-section. The battery module 3 has a correspondingly shaped U-shaped cross section. In this way, the inverter module 5 and the battery module 3 compact inside the inner wall 9 the management unit 8th be accommodated.

2 shows the aircraft system according to the invention in a perspective view 1 in wired operation, the aircraft 1 via the live cable 4th is operated. The inverter module is used for this 5 to the bottom 14th of the aircraft 1 coupled and to one of the inverter module 5 opposite end is the cable 4th on the guide unit 8th the landing station 2 set. This is the battery module 3 in the management unit 8th added, taking it from the inner wall 9 is converted.

The aircraft system according to the invention according to 1 , with the aircraft wirelessly via the battery module 3 operated, shows 3 in a perspective view. Here it is so that the battery module 3 to the bottom 14th of the aircraft 1 is coupled, the battery module 3 from the landing gear 11 is wrapped. The inverter module 5 is while the aircraft 1 via the battery module 3 is operated in the management unit 8th the landing station 2 recorded.

The battery module 3 has electrical contacts. The electrical contacts are provided to the battery module 3 after the aircraft has landed 1 at the landing station 2 electrically to one in the 1 to 3 loading unit not shown 7th the landing station 2 to pair. The battery module 3 can then use the loading unit 7th be charged electrically.

Furthermore, electrical connection contacts, not shown in the figures, can be provided via the electrical energy from the battery module 3 to the aircraft coupled to it 1 can be forwarded.

A second embodiment of the aircraft system according to the invention is shown in FIG 4th to 7th . The aircraft 1 comprises a total of eight rotors in this exemplary embodiment 13th , which each have an actuator 12th are driven. Here it is so that two actuators 12th or associated rotors 13th are arranged in alignment one above the other. The actuators 12th are on a total of four arms of the aircraft housing 14th held, the arms are each arranged offset by 90 ° to each other. The landing gear 11 is on the rotors 12th opposite bottom 14th of the aircraft 1 provided and comprises two curved, opposing beams. The landing station 2 comprises an essentially circular disk-shaped base body. The loading unit is in the center of the base body 7th put on. On a view of the guide unit 8th is in the 4th to 7th waived.

The guide unit is preferably 8th centered on the base of the landing station 2 put on, the inner wall 9 the management unit 8th the loading unit 7th converts. Alternatively, the guide unit 8th also on the loading unit 7th be set, the management unit 8th above the base of the landing station 2 is held.

4th shows the aircraft system according to the invention with the aircraft 1 during flight operations via the cable 4th in a perspective view. The inverter module is used for this 5 to the bottom 14th of the aircraft 1 coupled. The cable 4th is at that of the landing station 2 opposite end to the inverter module 5 connected and at the other end to the loading unit 7th the landing station 2 set. On the loading unit 7th are a first battery module on the top 3.1 and a second battery module 3.1 put on. When the aircraft is in flight 1 over the cable 4th can the battery modules 3.1 , 3.2 from the loading unit 7th electrically charged so that they are available when required.

The aircraft system according to the invention according to 4th by aircraft 1 in wireless flight operations via the first battery module 3.1 and the second battery module 3.1 shows 5 in a perspective view. Here are the first battery module 3.1 and the second battery module 3.2 each to the bottom 14th of the aircraft 1 coupled. The inverter module 5 is on the top of the loading unit 7th the landing station 2 filed, with the associated cable 4th has moved into the landing station 2 . For this it is conceivable, for example, that the landing station 2 has a winch through which the cable 4th to the landing station 2 is catchable.

The aircraft system according to the invention with the aircraft 1 in a landing position placed on the landing station 2 show the 6th and 7th . The aircraft is lying there 1 with its underside 14th on the battery modules 3.1 , 3.2 and the inverter module 5 on. The landing gear carrier 11 are dimensioned so that they are in the landing position on a base body of the landing station 2 are put on.

8th shows the aircraft system according to the invention in a third embodiment. The aircraft is here 1 in the landing position on the landing station 2 . The landing station 2 is carried out in the same way as the landing station 2 after the 4th to 7th . As a distinguishing feature, the landing station 2 to 8th In addition, a funnel-shaped wall made of wind protection elements 16 on that above the guide unit 8th the landing station 2 is provided. The conversion from wind protection elements 16 protects the aircraft 1 when approaching the landing station 2 or when taking off from the landing station 2 from wind influences. This is the position control of the aircraft 1 just above the landing station 2 clearly stabilized. In the illustrated embodiment, the conversion is made up of a total of eight identical wind protection elements 16 formed, which are aligned vertically without a gap next to each other and form an octagonal funnel. The funnel narrows to the landing station 2 towards in a funnel cross-section. The wind protection elements 16 preferably point one step at a time to the landing station 2 decreasing wind permeability. Suddenly changing wind speeds have a disruptive effect on the aircraft 1 counteracted.

The aircraft 1 is here in an alternative variant as a multicopter with a total of six in the aircraft housing 15th equally distributed double-bladed rotors 13th running with the rotors 13th each by an actuator 12th can be driven. The rotors 13th are here radially from the aircraft housing 15th surrounded by them in the event of a slight side collision of the aircraft 1 are protected from damage.

The invention is not limited to the illustrated exemplary embodiments of the aircraft system. Alternative exemplary embodiments for the aircraft system are formed, for example, while maintaining the invention, in that the landing gear 11 and the inner wall 9 the management unit 8th in any case partially have an annular cross section and are preferably shaped to correspond to one another, the inner wall 9 the management unit 8th to the top 10 is expanded towards. Accordingly, the guide unit can be one from the top 10 from protruding into the guide unit and the inner wall 9 defining in any case partially conical or spherical recess. So can the aircraft 1 when landing, even with a slight incline or with slight position deviations from the landing point, reliably into the guide unit 8th be recorded without the risk of tilting.

The exchange unit 6th can depending on the number of battery modules provided 3 , 3.1 , 3.2 be carried out differently. If one or two battery modules are used 3 , 3.1 , 3.2 can the exchange unit 6th be designed for example as a sliding unit, the battery modules 3 , 3.1 , 3.2 and the inverter module 5 in the exchange unit 6th are recorded on parallel linear guides. The exchange unit 6th is designed to use the interchangeable module as required 5 or the battery modules 3 , 3.1 , 3.2 to the landed aircraft 1 can couple or decouple from it. The exchange unit 6th the interchangeable module 5 or the battery modules 3 , 3.1 , 3.2 actuator along the Move linear guides and opposite the aircraft 1 align. With three or more battery modules 3 , 3.1 , 3.2 can the exchange unit 6th be designed for example as a carousel or as a turntable. Here is the inverter module 5 preferably in the middle of the exchange unit 6th arranged. The battery modules 3 , 3.1 , 3.2 are preferably radial around the inverter module 5 and evenly distributed to one another in the exchange unit 6th arranged. The exchange unit 6th is designed, optionally the inverter module 5 or the battery modules 3 , 3.1 , 3.2 from the one at the landing station 2 landed aircraft 1 fully automated decoupling or coupling and discharged battery modules 3 , 3.1 , 3.2 to the loading unit 7th to hand over. The exchange unit 6th can be actuated and fully automatically controlled via the control unit, so that a fully automatic change between wired flight operation and battery-powered flight operation is possible.

For coupling the inverter module 5 and the battery modules 3 , 3.1 , 3.2 by aircraft 1 or with the exchange unit 6th Magnetic, electromagnetic or mechanical locking means can be provided by the aircraft 1 , the exchange unit 6th or the control unit can be unlocked. For example, on the inverter module 5 and the battery modules 3 , 3.1 , 3.2 Spring-loaded latching hooks can be provided which fit into correspondingly shaped recesses in the aircraft 1 or the exchange unit 6th can intervene.

Further conceivable components of the landing station are not shown in the figure 2 , such as a housing for the enveloping accommodation of the on the landing station 2 landed aircraft 1 .

The invention also sees sensors or a position camera preferably on the aircraft 1 held before. Depending on the desired application scenario, different sensors are on the aircraft individually or in combination 1 attachable.

The situation camera is trained, one from the landing station 2 to detect output optical landing pattern which has a center with a defined offset distance to the landing point. The landing point 2 is preferably in the middle of the guide unit when viewed horizontally 8th the landing station 2 positioned, the center of the landing pattern is preferably set as close as possible to the landing point. The offset distance between the center of the landing pattern and the landing point results from the live cable 4th or the inverter module 5 are guided through the landing point. For landing the aircraft 1 at the landing station 2 the landing point thus forms a target position. From the data from the position camera with the landing pattern recorded therein, a control unit or an evaluation unit that is operatively connected to it evaluates an actual position of the aircraft 1 relative to the center of the light pattern, applies the offset distance from the center of the light pattern to the landing point and thereby sets an approach course for landing on the landing point on the landing station 2 fixed, the approach course from the actual position of the aircraft 1 runs to the landing point as the target position. The aircraft 1 is then readjusted by the control unit so that it always flies on the determined landing course. The landing course can be used during the landing process and as the distance of the aircraft decreases 1 to the landing station 2 be recalculated or corrected several times. The control unit is with the aircraft 1 preferably connected and configured via a wireless radio link, the aircraft 1 fully automated position control.

Next is to operate the landing station 2 an electrical energy source is provided which is used to operate the landing station 2 provides the necessary electrical energy.

The aircraft is in normal flight operations 1 preferably over the cable 4th operated. Here is the aircraft 1 Position-controlled via the control unit for monitoring a defined monitoring area, which is recorded with the position camera or the sensors.

The aircraft 1 is used in a control flight operation via the battery modules 3 , 3.1 , 3.2 operated when an event recorded by the position camera or the sensors and evaluated by the control unit or the evaluation unit occurs.

To do this, the aircraft 1 Fully automated via the control unit at the landing point of the landing station 2 landed. Then the inverter module 5 from the aircraft 1 decoupled, at least one battery module 3 , 3.1 , 3.2 is attached to the aircraft 1 coupled. The aircraft 1 is then position-controlled via the control unit for more precise recording of the event in battery-powered control flight operations.

If the battery module 3 , 3.1 , 3.2 falls below a critical charge value, for example evaluated via a measured undershoot of a minimum electrical voltage value or a minimum electrical charge capacity, the aircraft system according to the invention is embodied, the aircraft 1 fully automated at the landing station 2 to land and the discharged battery module 3 , 3.1 , 3.2 fully automatically by one of the loading unit 7th electrically charged battery module 3 , 3.1 , 3.2 to exchange.

If the event is evaluated as ended, the aircraft will 1 returned to normal flight operations. The aircraft is used for this 1 as usual via the control unit for landing on the landing station 2 position controlled. Then the battery module 3 , 3.1 , 3.2 from the aircraft 1 decoupled and the cable 4th to the aircraft 1 coupled. The aircraft 1 is then position-controlled by the control unit back to monitor the surveillance area in wired normal flight operation.

Identical or identically acting components are denoted by the same reference symbols.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102015100817 A1 [0003]

Claims (16)

Aircraft system comprising an unmanned, electrically powered aircraft (1) with at least one actuator (12), with rotors (13) driven by the at least one actuator (12) and with a landing gear (11), comprising a ground-based, with the aircraft (1 ) connected landing station (2), comprising a computer-aided control unit for controlling the aircraft (1) and the landing station (2) as well as comprising an electrical energy source for operating the landing station (2), the aircraft (1) optionally via a releasable the aircraft (1) couplable battery module (3, 3.1, 3.2) or via a current-carrying cable (4) fixed to the landing station (2) and releasably couplable to the aircraft (1) is operated, the landing station (2) in any case in sections Corresponding to the landing frame (11) shaped guide unit (8) for receiving the aircraft (1) on a defined landing point of the landing station (2) and a loading unit ( 7) for electrically charging the battery module (3, 3.1, 3.2), the aircraft (1) being optically and automatically position-controlled via the control unit for landing the aircraft (1) on the landing point of the landing station (2) by the aircraft ( 1) and / or the landing station (2) has a position camera and the control unit uses images and / or data from the position camera to determine a positional deviation of the aircraft (1) from the landing point of the landing station (2). Aircraft system according to Claim 1 , characterized in that the aircraft (1) has the attitude camera and a landing pattern recognizable for the attitude camera is formed in the landing station (2), the landing pattern having a center with a defined offset distance from the landing point. Aircraft system according to Claim 1 or 2 , characterized in that the landing pattern is actively lit and / or illuminated and / or that the position camera is designed as a three-dimensional camera and recognizes the landing station (2) as a three-dimensional landing pattern. Aircraft system according to one of the Claims 1 to 3 , characterized in that the aircraft (1) is position-controlled automatically via the control unit and / or manually via an operating unit connected to the control unit. Aircraft system according to one of the Claims 1 to 4th , characterized in that the aircraft (1) has the position camera and / or at least one sensor that can be evaluated by the control unit and / or an evaluation unit operatively connected to the control unit and / or that the sensor is a thermal sensor and / or a thermal imaging camera and / or an infrared camera and / or a spectral measuring device and / or an RGB camera. Aircraft system according to one of the Claims 1 to 5 , characterized in that the landing station (2) provides wind protection elements (16) above the guide unit (8). Aircraft system according to one of the Claims 1 to 6th , characterized in that the wind protection elements (16) are designed as wind protection nets and / or perforated sheet metal walls and / or closed walls and / or that the wind protection elements (16) are fixed to the landing station (2) so as to be foldable and / or adjustable in angle and / or that a The wind permeability of the wind protection elements (16) towards the guide unit (8) decreases. Aircraft system according to one of the Claims 1 to 7th , characterized in that the landing station (2) has a housing, wherein the housing is designed to enclose the aircraft (1) in a transport position and wherein the housing for removing the aircraft (1) in a position of use fold-out housing wall elements and / or a has closable roof element, wherein the housing wall elements and / or the roof element can be brought manually and / or actuators via the control unit from the transport position into the use position and back. Aircraft system according to one of the Claims 1 to 8th , characterized in that the guide unit (8) has an open top (10) and an inclined and / or radius-having inner wall (9) such that an inner cross-section of the guide unit (8) is widened towards the top (10). Aircraft system according to one of the Claims 1 to 9 , characterized in that an inverter module (5) with an electrical voltage converter is provided for operating the aircraft (1) with the current-carrying cable (4), one end of the cable (4) facing away from the landing station (2) with the inverter module (5 ) is operatively connected and wherein the inverter module (5) is designed for coupling to the aircraft (1). Aircraft system according to one of the Claims 1 to 10 , characterized in that the landing station (2) has an interchangeable unit (6), the interchangeable unit (6) being designed, optionally the battery module (3, 3.1, 3.2) and / or the cable (4) with the aircraft (1) and / or to be coupled and / or decoupled and / or to the charging unit (7) from the aircraft (1) to the loading unit (7) or vice versa. Aircraft system according to one of the Claims 1 to 11 , characterized in that at least one first battery module (3.1) and at least one second battery module (3.2) are provided. Operating method for an aircraft system, in particular for an aircraft system according to one of the Claims 1 to 12th , comprising an unmanned, electrically powered aircraft (1) with at least one actuator (12), with rotors (13) driven by the at least one actuator (12), with a landing gear (13) and with at least one position camera and / or at least one Sensor, comprising a ground-based landing station (2) connected to the aircraft (1), with a loading unit (7) and with a guide unit (8) shaped in any case in sections corresponding to the landing frame (13), comprising a computer-aided control unit for controlling the aircraft (1) and the landing station (2) as well as comprising an electrical energy source for operating the landing station (2), the aircraft (1) initially being operated in normal flight mode - via a current-carrying cable (4) fixed at the landing station (2) and - The position is controlled by the control unit in such a way that at least one defined monitoring area is recorded by the position camera and / or the sensor, wherein the control unit and / or an evaluation unit operatively connected to the control unit then evaluates the monitoring area relating to an event in images and / or data captured by the location camera and / or the sensor and assigns an event position area in the monitoring area to the event Aircraft (1) into a control flight operation controlling the event area, - the aircraft (1) is position-controlled by the control unit for landing on the landing point in the landing station (2), - the landing gear (11) of the landed aircraft (1) in the guidance unit ( 8) of the landing station (2), - in the landing station (2) the cable (4) is decoupled from the aircraft (1) and at least one first battery module (3.1) electrically charged by the charging unit (7) is connected to the aircraft ( 1) is coupled, - the aircraft (1) takes off from the landing station (2) and is operated via the first battery module (3.1) flies, the aircraft (1) being position-controlled by the control unit to control the event position range. Operating procedures according to Claim 13 , characterized in that the control unit and / or the evaluation unit evaluates the event as ended, the aircraft (1) then being transferred from battery-operated control flight operation back to wired normal flight operation by - the aircraft (1) through the control unit to land the landing point in the landing station (2) is position-controlled, - the landing gear (11) of the landed aircraft (1) is accommodated in the guide unit (8) of the landing station (2), - the first battery module (3.1) in the landing station (2) is decoupled from the aircraft (1) and the cable (4) is coupled to the aircraft (1) and - the aircraft (1) takes off from the landing station (2) and flies operated via the cable (4), the aircraft (1 ) is position-controlled by the control unit in such a way that the monitoring area is detected by the position camera and / or the sensor. Operating procedures according to Claim 13 or 14th , characterized in that the control unit detects a state of charge of the first battery module (3.1) coupled to the aircraft (1) and, if the charge state of the first battery module (3.1) falls below a critical level, the aircraft (1) through the control unit to land on the landing point in the Landing station (2) is positionally guided, after landing the landing gear (11) of the aircraft (1) is received in the guide unit (8) of the landing station (2), in the landing station (2) the first battery module (3.1) from the aircraft ( 1) is decoupled and a second battery module (3.2) charged by the charging unit (7) is coupled to the aircraft (1). Operating procedure according to one of the Claims 13 to 15th , characterized in that the aircraft (1) is optically and automatically position-controlled by the control unit for landing on the landing point in the landing station (2) by the control unit and / or the evaluation unit from the images and / or data of the position camera a position deviation of the Aircraft (2) determined to the landing point, the landing station (2) emitting a landing pattern recognizable for the location camera and the landing pattern having a center with a defined offset distance to the landing point.

Images