EP4061708A1 - Moyen de transport pour une opération de vol, et procédé de transport d'une charge - Google Patents

Moyen de transport pour une opération de vol, et procédé de transport d'une charge

Info

Publication number
EP4061708A1
EP4061708A1 EP20811319.1A EP20811319A EP4061708A1 EP 4061708 A1 EP4061708 A1 EP 4061708A1 EP 20811319 A EP20811319 A EP 20811319A EP 4061708 A1 EP4061708 A1 EP 4061708A1
Authority
EP
European Patent Office
Prior art keywords
rotor
transport
unit
elements
rotor elements
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20811319.1A
Other languages
German (de)
English (en)
Inventor
Timo SCHNOELZER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP4061708A1 publication Critical patent/EP4061708A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/003—Aircraft not otherwise provided for with wings, paddle wheels, bladed wheels, moving or rotating in relation to the fuselage
    • B64C39/005—Aircraft not otherwise provided for with wings, paddle wheels, bladed wheels, moving or rotating in relation to the fuselage about a horizontal transversal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C37/00—Convertible aircraft

Definitions

  • the invention relates to a means of conveyance for conveying a load, in particular in the form of a person and / or freight, and a method for conveying a load.
  • Transport concepts can reach their limits. For this reason, new mobility concepts are being developed, which also include means of transport for people or freight that move on the fly and at the same time are suitable for individual transport.
  • Such means of transport are often used as well referred to as air taxis, as these are supposed to take over the function of vehicles or taxis in the air.
  • air taxis In known means of transport of this type, it is often disadvantageous that these air taxis either require a runway so that they can only take off from special airports and thus hardly represent an advantage over conventional aircraft.
  • such aircraft usually require a lot of space on the ground, since their wings and / or rotors usually take up more space than, for example, the chassis of a motor vehicle, which further limits the suitability for mass use, since a correspondingly large parking area is required.
  • a means of transport for transporting a load, in particular in the form of a person and / or freight.
  • the means of transport has a housing unit through which a load space for accommodating the load is formed.
  • the means of transport comprises a drive device for moving the means of transport with at least one first rotor unit which can be driven for flight operation of the means of transport.
  • the first rotor unit comprises a plurality of rotor elements which are rotatable about a first rotor axis in order to generate a thrust for the means of transport, ie in particular to generate the thrust for moving and / or controlling the means of transport.
  • the housing unit has a receiving structure for at least partially receiving the rotor elements.
  • the rotor elements can be moved from an operating position in which the rotor elements are located outside the receiving structure and can be rotated around the first rotor axis to generate the thrust, into a rest position in which the rotor elements are at least partially received in the receiving structure.
  • the means of transport can preferably also be referred to as an aircraft or an air taxi. It is also conceivable that several people can be transported by the means of transport. Furthermore, it can be provided that the means of transport is designed for automated, in particular unmanned, flight operations. It is also conceivable that the means of transport can be designed for use in agriculture.
  • the housing unit can preferably comprise a body and / or a chassis of the means of transport.
  • the housing unit can comprise a metal, preferably a light metal such as aluminum, and / or carbon.
  • the load space can be, for example, a passenger cell for accommodating passengers. Additionally or alternatively, the load space can comprise a cargo space in which items of luggage and / or other conveyed goods can be received during the conveyance by the means of conveyance.
  • the drive device for moving the means of transport can preferably comprise a motor by which the first rotor unit can be driven.
  • the drive device can be at least partially controllable by a user and / or designed for at least partially or completely automated operation of the means of transport.
  • the housing unit can be designed, for example, to receive and / or spray seeds and / or a plant protection agent. Furthermore, it is conceivable that the housing unit has a lighting means for illuminating an agricultural area, for example with UVC radiation.
  • the first rotor unit can in particular be a primary drive for moving the means of transport during flight operations and / or a secondary drive for supporting a primary drive and / or for controlling the means of transport during flight operations.
  • the first rotor unit can advantageously have a tangential rotor.
  • the first rotor unit can be designed to be compact.
  • the drive device preferably has several, in particular similar, rotor units.
  • the rotor elements of the first rotor unit can be rotor blades, for example.
  • the first rotor unit can thus be configured in the manner of a propeller and / or a cyclorotor.
  • the first rotor unit can have three or more rotor elements in order to generate the thrust.
  • the first rotor unit has only two rotor elements for generating the thrust.
  • a partial thrust can be generated by the first rotor unit, with further rotor units preferably being able to be provided in order to generate the entire thrust for moving the means of transport.
  • a direction of movement of the means of transport can preferably be predetermined by the partial thrust and / or the entire thrust.
  • the means of transport can be controlled by the thrust that can be generated by the first rotor unit.
  • a thrust of the rotor units can be used to rotate the means of transport about a central axis of rotation of the means of transport when the means of transport is in a floating state.
  • the thrust can exert an acceleration force on the means of transport.
  • the thrust can in particular also be understood to mean a thrust force, drive force and / or control force.
  • the rotor elements can preferably each have a length of 500 mm to 1500 mm, preferably 1000 mm, and / or a width of 150 mm to 500 mm, preferably 350 mm. It is also conceivable that two rotor elements are rigidly connected to one another in order to form a rotor pair. Furthermore, the rotor elements of the first rotor unit can be connected to one another via a stabilizing element and / or a rotor housing. Preferably, each of the rotor elements of the rotor unit is rotatably mounted on the stabilizing element. To steer the means of transport, the first rotor unit can be pivotably mounted on the housing unit. Furthermore, it is conceivable that the means of transport comprises rudder elements, by means of which a steering can be influenced by influencing a fluid flow, in particular in the form of an air flow and / or a water flow.
  • the receiving structure is in particular integrated into the housing unit.
  • the receiving structure is designed to at least partially, preferably completely, to receive the rotor elements.
  • the inclusion of the rotor elements in the accommodation structure can be understood to mean that the rotor elements are at least partially in the housing unit are hidden, so that an extension of the means of transport in the area of the rotor elements is reduced.
  • a transverse extension of the means of transport perpendicular to a direction of movement of the means of transport, can be reduced.
  • the rotor elements can, for example, be telescopic and / or slidable into the receiving structure.
  • the rotor elements can be manually adjusted to the rest position in the operating position.
  • a rotation of the rotor elements for generating the thrust is possible in the operating position and impossible in the rest position.
  • the rotor elements for rotational mounting in the operating position extend at least partially into the housing unit.
  • the rotor elements can be moved further into the receiving structure, for example.
  • flight operation of the means of transport can only be made possible in the operating position of the rotor elements.
  • the rotor elements are preferably fixed in the rest position, so that rotation of the rotor elements about the first rotor axis is prevented electronically and / or mechanically.
  • the mobility of the rotor elements and the receiving structure creates the possibility of reducing the space requirement of the means of transport so that it can be parked or moved further, especially on the ground, with little space requirement.
  • the rotor elements in the receiving structure are protected in that they can be arranged, for example, protected by the receiving structure. If the means of transport is moved on the ground outside of flight operations, for example, the risk of damage to the rotor elements by the receiving structure is reduced.
  • the means of transport is particularly suitable for individual transport in which many means of transport are required in a confined space in order to transport a large number of people with individual means of transport to individual destinations.
  • the means of transport also offers these advantages in freight transport.
  • the drive device has a wheel arrangement with several, ie in particular two or more, wheels that can be driven for a ferry operation of the means of transport, in particular with at least one wheel axle of one of the wheels being coaxial and / or parallel to the first Rotor axis can be aligned.
  • the wheel assembly can comprise two or more wheels.
  • the wheel arrangement particularly preferably comprises four wheels, in particular whereby the ferry operation of the means of transport can be similar to the ferry operation of the motor vehicle.
  • the wheels can preferably include low-profile tires in order to allow a small installation space.
  • the wheels can have a diameter of 1000 to 2000 mm, preferably 1500 to 1800 mm, particularly preferably 1600 mm.
  • the first rotor unit can in particular have a diameter of 800 to 1800 mm, preferably 1000 to 1500 mm, particularly preferably 1300 mm, based on the first rotor axis.
  • the drive device can, for example, include damping of the wheels.
  • the attenuation can also have a positive effect when the vehicle lands to switch from flight operations to ferry operations.
  • the wheel axle can preferably be arranged below the first rotor axle in relation to a ground during ferry operation.
  • the wheel axis and the first rotor axis can be permanently aligned coaxially and / or parallel to one another or can be aligned coaxially and / or parallel via a controller.
  • the means of transport can be operated in two different operating modes depending on the surroundings of the means of transport. For example, it is conceivable that long distances between two cities are covered in flight operations, while inner-city distances are covered in ferry operations, in particular to protect residents.
  • the wheels of the wheel arrangement are mechanically decoupled or decoupled from the first rotor unit, in particular allowing the first rotor unit to pivot and / or the rotor elements to rotate about the first rotor axis independently of the wheels.
  • the pivoting is also conceivable the other way round, in particular so that the wheels can be pivoted independently of the first rotor unit and / or the rotation of the rotor elements.
  • the wheels of the wheel arrangement can, for example, have a separate drive unit which is designed independently or essentially independently of a drive unit of the first rotor unit.
  • At least one of the wheels can be freely supported relative to the first rotor unit in order to effect the decoupling.
  • the first rotor unit can be surrounded, for example, by a roller bearing that guides the wheel. This allows the first rotor unit at the same time serve as axle journals for one of the wheels.
  • a magnetic field drive can preferably be provided to drive the wheels.
  • a magnetic field drive can, for example, enable the wheels to be operated mechanically independently of the first rotor unit. It is therefore not necessary for the means of transport to travel a distance while driving.
  • the wheels of the wheel arrangement are mechanically decoupled from the first rotor unit in the operating position and / or in the rest position of the first rotor unit.
  • the ferry operation is prevented mechanically and / or electronically when the rotor elements are in the operating position. This can ensure that the means of transport does not roll when the rotor elements are in the operating position and are thus extended. At the same time, it can be prevented that a user of the means of transport forgets to move the rotor elements into the rest position if he wants to use the means of transport in ferry operation. As a result, the safety of the means of transport can be improved overall and it can be ensured that the means of transport is operated, for example, only in a narrow version in the ferry service.
  • the rotor elements are in the operating position during ferry operation and can be aligned in such a way that the road grip of the means of transport can be influenced.
  • the rotor elements can thus act as an aerodynamic component during ferry operation.
  • the drive device for driving the first rotor unit and / or the wheel arrangement has a, preferably electrical, drive unit, in particular wherein the drive device has a fuel cell system for operating the drive unit.
  • the drive unit can preferably be an electric motor.
  • the drive unit can have a plurality of electric motors in order to drive the wheel arrangement and / or the first rotor unit.
  • a separate motor can be provided for each wheel of the wheel arrangement.
  • the fuel cell system can provide a high storable and / or retrievable energy density, which can increase the range of the means of transport. In particular, long-distance operation of the means of transport can be made possible by the fuel cell system.
  • the fuel cell system can in particular provide electrical energy for operating the drive unit.
  • the means of transport can have a battery arrangement.
  • the means of transport has an internal combustion engine in order to operate the first rotor unit and / or the drive device.
  • the drive device has at least one further rotor unit, preferably several rotor units, with several rotor elements that are used to generate thrust for the means of transport, ie in particular to generate the thrust for moving and / or controlling the means of transport , can be rotated around a further rotor axis.
  • a rotor unit can preferably be assigned to each wheel of the wheel arrangement.
  • the rotor units can jointly form a primary drive and / or a secondary drive for the flight operation of the means of transport.
  • the further rotor axis can preferably be arranged coaxially or parallel to the first rotor axis.
  • the thrust can in particular be generated jointly by the first rotor unit and the further rotor units.
  • a pushing direction of the means of transport can be changed.
  • the flight operation of the means of transport can be stabilized by the further and / or more rotor units.
  • the further rotor unit can improve the safety of the means of transport in the event of failure of the first rotor unit.
  • the further rotor unit can be used to distribute the thrust to the rotor units, so that each rotor unit can be designed to be smaller and / or with a lower output.
  • it can advantageously be provided that the rotor elements of each of the rotor units can be moved between an operating position and a rest position.
  • the first rotor unit has a cyclorotor.
  • the first rotor unit can preferably be a cyclorotor.
  • the cyclorotor can be a so-called Voith-Schneider rotor and / or a Kirsten-Boeing propeller.
  • the thrust can be adjusted in magnitude and direction by controlling the rotor elements around the respective secondary axis without changing the speed.
  • the means of transport can thereby advantageously be suitable for use in individual transport.
  • the further rotor units can preferably also have a cyclorotor and / or be constructed identically to the first rotor unit.
  • the first rotor unit has a cross-flow rotor.
  • the cross-flow rotor can in particular also be referred to as a cross-flow rotor or cross-flow fan (CFF).
  • CFF cross-flow fan
  • the first rotor unit can have a high power density and / or a low weight with a compact design.
  • the rotor unit can thus generate high pressure differences for the thrust.
  • the cross-flow rotor comprises, in particular, a roller-shaped impeller which has the rotor elements.
  • the rotor elements can be formed by forward curved blades.
  • the first rotor unit can also be designed to be robust.
  • the further rotor units can preferably also have a cross-flow rotor and / or be constructed identically to the first rotor unit.
  • the first rotor unit has a rotor housing which is designed like a wing, in particular the rotor elements within the rotor housing in a flow channel for a fluid, in particular in the form of air and / or water, to flow through are arranged by the rotation of the rotor elements.
  • the rotor housing can be moved along with the rotor elements in particular when the rotor elements are moved from the operating position into the rest position and / or vice versa.
  • the rotor elements can be attached to the rotor housing for movement between the operating position and the rest position.
  • the rotor housing can in particular prevent or reduce a risk of bird strikes for the first rotor unit.
  • the rotor housing can have a grid which surrounds the rotor elements.
  • the wing-like design can be understood to mean that the rotor housing has a wing-like and / or wing-like cross section.
  • a fluid flow can be guided by means of the rotor housing.
  • the rotor housing is supported by a rotor joint for rotating the rotor housing about the first rotor axis and / or an axis parallel to the first rotor axis, preferably on the housing unit.
  • the rotor housing can be adjusted relative to the fluid flow in order to change an inflow surface, in particular so that a direction of the thrust can be influenced.
  • the rotor housing can advantageously have a control flap through which the flow of a fluid, in particular in the form of air and / or water, of the flow channel can be influenced, preferably a thrust vector control can be carried out.
  • a control flap through which the flow of a fluid, in particular in the form of air and / or water, of the flow channel can be influenced, preferably a thrust vector control can be carried out.
  • an outlet of the flow channel can be changed by the control flap.
  • the control flap can be mounted in an articulated manner so that the flow through the flow channel can be changed by pivoting the control flap.
  • each of the rotor units can have a rotor housing which is designed like a wing.
  • the drive device has at least one central rotor unit for generating thrust for the means of transport, which is arranged in the housing unit, in particular wherein a maximum performance of the central rotor unit is greater than a maximum performance of the first rotor unit.
  • a G-force of less than 1G, preferably of approximately 0.4G can be generated by the rotor units.
  • the thrust that can be generated by the central rotor unit can act together with the thrust of the first rotor unit or independently of the first rotor unit.
  • the central rotor unit can be a main drive for generating a levitation state and / or an advance of the means of transport.
  • the central rotor unit can thus be dimensioned larger than the first rotor unit.
  • the first and / or the further rotor units can be designed to control the means of transport.
  • a thrust of the rotor units can be varied from side to side in order to steer the means of transport during flight operations.
  • the central rotor unit preferably has a cross-flow rotor.
  • the central rotor unit can for example be arranged behind a headrest and / or behind the load space.
  • at least one further central rotor unit and / or several further central rotor units can be provided, which is preferably arranged in the housing unit.
  • a central rotor unit can be arranged in a spot area of the means of transport and a further central rotor unit in a front region of the means of transport. This makes it possible to achieve an advantageous position of the means of transport in the air and / or in the water.
  • the housing unit has a wing-like cross section, in particular wherein the central rotor unit is arranged in a central flow channel of the housing unit.
  • the means of transport can preferably be designed as a flying wing.
  • advantageous aerodynamics and / or hydrodynamics of the means of transport can thereby be made possible.
  • the fluid flow through the housing unit can be guided to support a buoyancy of the means of transport.
  • advantageous pressure conditions can be generated by the central rotor unit in order to support the movement of the means of transport, in particular in flight operations.
  • part of the housing unit is designed as a control flap in order to influence the fluid flow in the central flow channel.
  • a thrust vector control can be made possible by the control flap.
  • the receiving structure for each of the rotor elements of the first rotor unit has a cavity and / or that the receiving structure for receiving the rotor housing has a cavity, in particular at least one of the cavities for receiving at least or precisely one rotor element and / or a rotor housing of the further rotor unit is formed.
  • one of the cavities or all of the cavities can accommodate two opposing rotor elements and / or rotor housings.
  • the rotor elements and / or the rotor housings can be arranged in abutment against one another in the cavity or at least partially overlapping.
  • the cavities can be sufficient to accommodate the rotor elements and / or the rotor housing. If two rotor elements are arranged in an overlapping manner in a cavity, a width of the cavity can also be reduced.
  • the shape of the cavities can preferably correspond to a shape of the rotor elements and / or the rotor housing. It is conceivable that the receiving structure forms a guide means for guiding the rotor elements and / or the rotor housing when moving between the operating position and the rest position.
  • the cavity can enable the rotor elements to be accommodated in a form-fitting manner, as a result of which the rotor elements can be secured, for example during the ferry operation of the means of transport.
  • the housing unit has a first and a second housing side, the receiving structure for stiffening the housing unit extending between the first and the second housing side.
  • the receiving structure can in particular be part of the supporting structure of the Be housing unit.
  • the receiving structure can comprise one or more transverse struts of the means of transport, which extend from the first to the second housing side.
  • a cavity can be provided within the receiving structure, in which the rotor elements can be received. This results in a double use of the receiving structure, which includes the stabilization of the means of transport.
  • the receiving structure extends at least partially into the load space and / or through the load space.
  • the receiving structure can in particular form part of a seat.
  • a surface for forming a cavity for receiving the rotor elements can be used to form a seat surface.
  • the receiving structure is designed to influence at least one flight characteristic of the means of transport.
  • the receiving structure can form a flow surface through which an air flow can be guided during flight operation of the means of transport.
  • the rotor elements can be aligned at least temporarily or permanently in such a way that the rotor elements cause the means of transport to lift.
  • the rotor elements can be positioned like a canard wing.
  • the receiving structure is designed to be movable in order to change a flight and / or driving characteristic of the means of transport.
  • the receiving structure at least partially forms a rudder for the flight operation of the means of transport.
  • the first rotor unit is designed to vary a direction of the thrust by aligning the rotor elements, in particular whereby a vertical take-off of the means of transport is made possible.
  • a vertical start of the means of transport can be understood, for example, as a start perpendicular or essentially perpendicular to a ground of the means of transport.
  • the direction of the thrust can be influenced by the variation in the adjustment of the rotor elements.
  • each of the rotor elements has a secondary axis about which the respective rotor element can be rotated in order to change an angle of incidence of the rotor elements with respect to a fluid flow depending on an angle of rotation of the rotor elements about the first rotor axis.
  • the alignment of the rotor elements can be varied via the secondary axis. The alignment can be predetermined by the angle of incidence of the rotor elements in relation to the fluid flow, in particular the air flow.
  • the rotor position is varied for a long-haul flight in order to keep a cruising speed constant at low acceleration and to save energy. This can extend the range of the means of transport.
  • each rotor element has two rotor blades which are arranged parallel to one another and are firmly connected to one another, so that the two rotor blades form a pair of blades.
  • the pair of wings can be mounted symmetrically about a single secondary axis.
  • the rotor elements of at least one, preferably two, front rotor units can be statically aligned in order to influence an air flow and / or water flow. Additional rotor units can generate the thrust.
  • rotor elements can be carried out in one, in particular full, revolution, ie in particular through 360 °, around the first rotor axis, half a secondary revolution, ie in particular a rotation through 180 ° around the secondary axis, and / or that the rotor elements of the first rotor unit, in particular during the revolution around the first rotor axis, can be rotated around the secondary axes in such a way that a resulting thrust force of the first rotor unit can be generated eccentrically to the first rotor axis.
  • each of the rotor elements rotates half a revolution around the respective secondary axis during one revolution about the first rotor axis.
  • the direction of the thrust can thus be changed by rotating the resulting thrust force about the first axis of rotation.
  • the rotor elements rotate through 180 ° around the Carry out the secondary axis while the rotor elements rotate through 360 ° around the first rotor axis.
  • the first rotor unit can therefore be designed so that one full rotation of one of the rotor elements about the secondary axis takes place with two full rotations of one of the rotor elements about the first rotor axis.
  • the first rotor unit has a gear unit for synchronizing a rotation of the rotor elements about the secondary axes and / or the first rotor unit has a secondary drive for rotating the rotor elements about the secondary axes.
  • the gear unit can enable an automatic mechanical coupling of the rotor elements of the first rotor unit and / or within each rotor unit. It can thereby be ensured that the rotor elements reliably execute the respectively desired rotation around the secondary axes without one of the rotor elements negatively influencing the thrust due to a lack of synchronization.
  • the secondary drive can be used to control the rotor elements individually and / or jointly, for example via an electronic controller, in order to carry out a synchronization or, for example, individually to counteract a synchronization, for example in order to carry out a special flight maneuver or to compensate for an operating parameter.
  • the setting of the thrust can thereby advantageously be made possible.
  • the gear unit can be a planetary gear, preferably so that the gear unit can be driven centrally via a sun gear and / or a ring gear in order to synchronize the rotation of the rotor elements.
  • an axis of rotation of the ring gear and / or of the sun gear of the gear unit can be arranged coaxially to the first axis of rotation of the first rotor unit.
  • each rotor unit of the means of transport can have a gear unit for synchronizing a rotation of the respective rotor elements about the secondary axes.
  • an axial distance between the secondary axes and the first axis of rotation can be varied.
  • the secondary axles can be connected to planetary gears, it being possible for the center distance to be changed via intermediate planets.
  • the intermediate planets can be adjustable over the circumference of a sun gear and can thereby be positioned between the rotor elements and the sun gear.
  • the planetary gear can be designed without a ring gear.
  • a maximum adjustable center distance can result from the radius of planets that are associated with the Rotor elements are coupled or connected, the diameter of the intermediate planets and the radius of the sun gear.
  • several intermediate planets per rotor element are also conceivable in order to be able to increase the center distance even further.
  • further flight parameters can be changed via settings in the first rotor unit and / or further rotor units.
  • an adjustment drive is provided for moving the rotor elements between the operating position and the rest position.
  • the rotor elements can preferably be moved parallel to the first rotor axis.
  • the adjustment drive can comprise an electric motor, a hydraulic motor and / or a pneumatic drive, by means of which the rotor elements can be brought from the operating position into the rest position.
  • an automated movement of the rotor elements can be provided so that an automated transition from flight operation to ferry operation and / or vice versa can be made possible.
  • the adjustment drive can be designed to move the rotor elements from the operating position to the rest position and / or from the rest position to the operating position.
  • the adjustment drive can preferably be in operative connection with the rotor housing in which the rotor elements are arranged in order to move the rotor elements with the rotor housing between the operating position and the rest position. It is conceivable that an adjustment drive is assigned to each of the rotor units or an adjustment drive is designed to move all of the rotor units.
  • a locking mechanism is provided for locking the rotor elements in the operating position and / or in the rest position.
  • the locking mechanism can for example comprise a latching mechanism by which the rotor elements can be latched in the operating position and / or in the rest position.
  • the locking mechanism can have a locking bolt, by means of which the rotor elements can be secured in the operating position and / or in the rest position. The locking mechanism can thus ensure that the rotor elements are completely in the operating position and / or in the rest position and thus the safety in the ferry operation and / or in the flight operation of the means of transport can be improved.
  • a simple securing means can make the means of transport suitable for use by untrained or poorly trained people.
  • the housing unit has a floating structure for water operation of the means of transport.
  • the means of transport can also be designed as an amphibious vehicle.
  • the floating structure can comprise, for example, a ship's hull, which improves the propulsion of the means of transport in the water.
  • the rotor elements are in the operating position in order to enable propulsion in the water.
  • the rotor elements are in the rest position when the water is operating.
  • an additional water drive for example in the form of a ship's propeller, can be provided.
  • the floating structure of the housing unit preferably comprises a seal for the drive device and / or the load space.
  • the means of transport can thus enable multimodal mobility.
  • a control unit for controlling the drive device, in particular wherein the control unit has a rotor module for controlling and / or synchronizing a rotation of the rotor elements about the secondary axes.
  • the control unit can preferably comprise a computing unit, in particular in the form of a processor and / or a microprocessor.
  • the drive device can be controlled electronically, as a result of which control signals from a user can be transmitted to the drive device and / or driving and / or flight assistance systems can support a user in operating the means of transport.
  • the control unit can enable autonomous driving, flight and / or water operation of the means of transport.
  • a secondary drive of the rotor elements and / or a gear unit of the rotor units can be controlled by the rotor module.
  • the rotor module can preferably provide that each of the rotor elements can be controlled via two parameters.
  • the parameters can include a phase and / or a radius of the rotor element in relation to the axis of rotation of the respective rotor unit.
  • the phase can in particular include a change in a force vector.
  • the control unit has an operating module for switching between the flight operation and the ferry operation and / or the water operation of the means of transport.
  • the operating module can be designed to control the adjustment drive, whereby the rotor elements of the first rotor unit can be automatically adjusted between the operating position and the rest position.
  • the means of transport can in particular be automatically adjusted to the conditions of the respective operating mode.
  • the operating module can be used to control an adjustment drive, by means of which the rotor elements can be adjusted from an operating position during the transition to ferry operation into a rest position.
  • automation of the conveyance can be further improved.
  • control unit has a direction module for changing a thrust direction of the first and / or further rotor unit by changing a rotation of the rotor elements about the secondary axes.
  • the rotor module can be controlled by the direction module in order to change the synchronization of the rotor elements. This allows electronic dosing of the thrust in relation to the direction and / or size of the thrust.
  • a method for transporting a load, in particular in the form of a person and / or freight, with a means of transport, in particular a means of transport according to the invention.
  • the conveyance has a housing unit, through which a load space for accommodating the load is formed, and a drive device for moving the conveyance.
  • the drive device comprises at least one first rotor unit which can be driven for flight operation of the means of transport, in particular by a drive unit of the drive device.
  • the method further comprises the following steps: operating the means of transport in flight mode, a thrust being generated by rotating a plurality of rotor elements of the first rotor unit about a first rotor axis,
  • a method according to the invention has the same advantages as have already been described in detail with reference to a means of transport according to the invention.
  • the moving of the rotor elements from the operating position to the rest position can take place manually and / or automatically.
  • a locking mechanism can be released to enable the rotor elements to be moved.
  • the means of transport can be stopped before the rotor elements are moved from the operating position to the rest position, ie in particular landed on a ground and / or braked.
  • the moving of the rotor elements from the operating position into the rest position can in particular take place by moving a rotor housing in which the rotor elements are arranged and / or fastened.
  • the operation of the means of transport during flight operations can include generating thrust by a central rotor unit which is arranged in the housing unit.
  • the thrust of the first rotor unit can be used, for example, to support the central rotor unit and / or to control the means of transport.
  • the method comprises the following step:
  • Wheel assembly of the drive device are driven.
  • the rotor elements are rotated about their own secondary axis while rotating about the first rotor axis in order to change an angle of incidence of the rotor elements with respect to a fluid flow depending on an angle of rotation of the rotor elements about the first rotor axis.
  • This allows the thrust to be changed in terms of its size and / or direction.
  • the change can thereby take place continuously and / or by 360 degrees around the first axis of rotation.
  • maneuverability of the transportation means can be improved.
  • a sun gear of a gear unit can be rotatable about the first axis of rotation, in particular if the sun gear is designed to be rigid for a thrust in a constant direction.
  • an adjustment drive that initiates the movement of the rotor elements can be controlled for the automatic movement of the rotor elements.
  • the rotor elements are preferably guided in the process.
  • FIG. 1 shows a means of transport according to the invention in a flight operation in a first embodiment
  • Figs. 3, 4 the means of transport in a front view with rotor elements in one
  • FIG. 5 shows a rotation of a rotor element, about an axis of rotation and a
  • FIGs. 8a-c different embodiments of a receiving structure of the
  • Figs. 10, 11 a means of transport according to the invention in a further embodiment
  • FIG. 12 shows a means of transport according to the invention in a flight operation in a further exemplary embodiment
  • FIG. 13 shows the means of transport in a schematic plan view
  • FIG. 14 shows a first rotor unit of the means of transport in a cross-sectional view.
  • FIG. 1 shows a means of transport 1 according to the invention for transporting a load, in particular in the form of a person and / or freight, in a first exemplary embodiment in a schematic representation during flight operation 110 of means of transport 1.
  • the means of transport 1 flies above ground through a fluid flow 210 , in particular in the form of an air flow, wherein a thrust 200 for moving the means of transport within the fluid flow 210 can be generated by a drive device 20.
  • the drive device 20 has a plurality of rotor units 21, i.e. in particular a first and further rotor units 21.
  • the rotor units 21 each have a plurality of, in particular three, rotor elements 22 which can be rotated about rotor axes 21.1 of the rotor units 21 in order to generate the thrust 200.
  • the rotor units 21 each have a stabilizing element 28 on which the rotor elements 22 are rotatably mounted and connected to one another.
  • the means of transport 1 has a housing unit 10 which comprises a load space 11.
  • One or more people and / or freight can be transported in the load space 11.
  • the load space 11 can be a passenger cell and / or a cargo space.
  • the means of transport 1 has a total of four rotor units 21, each of which can be rotated about a rotor axis 21.1.
  • the means of transport 1 has a wheel arrangement 23 with several, preferably four, wheels 24 on.
  • Each of the wheels 24 can be rotated about a respective wheel axle 24.1 in order to enable a ferry operation 111 of the means of transport 1.
  • the wheel axles 24.1 are arranged coaxially and / or parallel to the rotor axles 21.1, which results in a compact design of the rotor units 21 and the wheels 24.
  • the drive device 20 has drive units 25 in order to drive the rotor units 21 and / or the wheels 24.
  • the rotor units 21 and the wheels 24 can be operated at least partially by the same drive units 25. However, it is also conceivable that each of the wheels 24 and / or each of the rotor units 21 has its own drive unit 25.
  • the wheels 24 can preferably be mechanically decoupled from the rotor units 21 or can be decoupled in order to enable the wheels 24 to rotate independently of the rotor units 21.
  • a fuel cell system 26 is also provided, by means of which electrical energy can be provided for the drive units 25. This results in an environmentally friendly drive with a long range.
  • a control unit 30 can also be provided for automating the means of transport 1.
  • a receiving structure 14 is provided which is integrated into the housing unit 10 and extends from a first housing side 10.1 to a second housing side 10.2 of the housing unit 10.
  • the transverse extension of the receiving unit 14 can provide mechanical stabilization of the housing unit 10 and in particular of the means of transport 1 as a whole.
  • FIGS. 3 and 4 show a method 100 according to the invention for operating the means of transport 1 in a schematic representation.
  • FIG. 3 shows the rotor elements 22 of the rotor units 21 in an operating position I in which the rotor elements 22 are located outside the receiving structure 14 and can each be rotated about a rotation axis 21.1 of the respective rotor unit 21 to generate the thrust 200.
  • This enables the means of transport 1 to be operated 101 in flight operations 110, it being possible for the means of transport 1 to be buoyant, for example.
  • FIG. 1 shows the means of transport 1 in flight operations 110, it being possible for the means of transport 1 to be buoyant, for example.
  • FIG. 4 shows the rotor elements 22 in a rest position II, in which the rotor elements 22 are at least partially, preferably completely, received in the receiving structure 14.
  • the transverse extent of the means of transport 1 is reduced overall, as a result of which the means of transport 1 is particularly suitable for road use.
  • Moving 102 the rotor elements 22 from the operating position I to the rest position II can be done by a Adjustment drive 15 are carried out, by means of which the rotor elements 22 can be automatically adjusted between the operating position I and the rest position II.
  • the rotor elements 22 are designed to be manually adjustable between the operating position I and the rest position II.
  • the receiving structure 14 can preferably have a plurality of cavities 14. 1 in order to receive the rotor elements 22.
  • each rotor element 22 can be assigned to a rotor unit 21 of a cavity 14.1.
  • two rotor elements 22 of two opposing rotor units 21 can be accommodated in a cavity 14.1.
  • FIGS. 8a and 8b show two different embodiments of cavities 14.1 of the receiving structure 14.
  • two rotor elements 22 of opposite rotor units 21 are concealed at least partially overlapping in a single cavity in the rest position II.
  • the rotor elements 22 are arranged opposite one another, preferably in abutment, and in particular are located on the same axis.
  • the embodiment according to FIG. 8a has the advantage that it has a smaller transverse extent.
  • FIG. 8a has the advantage that it has a smaller transverse extent.
  • FIG. 8b has the advantage that both rotor elements 22 can be guided through the cavity 14.1, in particular in a form-fitting manner, in order to improve their security within the receiving structure 14, and / or that the cavity 14.1 can be made narrower.
  • FIG. 8c also shows an embodiment of a cross section of the receiving structure 14, in which a rotor element 22 is received in a form-fitting manner in a cavity 14.1 of the receiving structure 14.
  • the cavity 14.1 is designed to influence a fluid flow, in particular an air flow, 210 through an outer shape of the cavity 14.1 and / or through an alignment of the cavity 14.1 with the fluid flow 210.
  • a locking mechanism 16 can be provided, by means of which the rotor elements 22 can be fixed in the operating position I and / or the rest position II.
  • the means of transport 1 is preferably operated 103 in the ferry operation 11 only when the rotor elements 22 are in the rest position II, particularly preferably only when the rotor elements 22 are fixed in the rest position II.
  • FIGS. 3 and 4 show a floating structure 17 of the housing unit 10, through which the means of transport 1 may be suitable for water operation.
  • the floating structure 17 can comprise a hydrodynamic shape and / or a seal, by means of which the drive unit 20 and / or the housing unit 10 are protected against the ingress of water.
  • the means of transport 1 can preferably be operated on land, on water and in the air.
  • the rotor units 21 are preferably cyclorotors.
  • FIG. 5 shows a rotation of a rotor element 22 about a rotor axis 21.1 of a rotor unit 21 in different positions. It is shown here that the rotor element 22 rotates through half a secondary revolution 203 around a secondary axis 22.1 during one revolution 202 about the rotor axis 21.1. The rotor element 22 preferably executes half a revolution around the secondary axis 22.1 for a full revolution around the rotor axis 21.1.
  • an, in particular eccentric, resulting thrust force 201 of the rotor unit 21 can be changed in its direction.
  • the thrust force 201 can be adjustable by 360 degrees about the axis of rotation 21.1.
  • the rotor unit 21 can be used to execute a thrust 200 parallel to a ground and / or perpendicular to a ground.
  • a vertical take-off can be made possible and finally, in flight operation 110, the thrust 200 can be changed in a direction of movement parallel to the ground.
  • the rotor element 22 can be in operative connection with a secondary drive 22. 2, by means of which the rotor element 22 can be driven during the secondary rotation 203.
  • gear unit 27 In addition or as an alternative to the secondary drive 22.2, several or all of the rotor elements 22 of a rotor unit 21 can be synchronized by a gear unit 27.
  • the gear unit 27 is shown with the rotor elements 22 in FIG.
  • the rotor elements 22 can be arranged to rotate around the rotor axis 21.1 by a secondary drive.
  • the gear unit 27 can be arranged within a wheel 24, whereby the wheel 24 is preferably supported by a wheel bearing 24.2, in particular in the form of a roller bearing, from the rotor unit 21 is decoupled.
  • the rotor elements 22 can be coupled to planets of the gear unit 27, so that all rotor elements 22 are mechanically coordinated with one another, that is to say in particular have a mechanical synchronization with one another. This can ensure that each of the rotor elements 22, in accordance with the cycle shown in FIG. 5, when rotating about the rotor axis 21.1, also rotates about its respective secondary axis 22.1 executes.
  • a sun gear 27.1 of the gear unit 27 can remain rigid when the rotor elements 22 rotate about the rotor axis 21.1.
  • the sun gear 27.1 of the gear unit 27 is rotated about the axis of rotation 21.1.
  • a radial distance between the rotor elements 22 and the axis of rotation 21.1 can be changed by changing the position of intermediate planets 27.2 of the gear unit 27.
  • FIG. 9 shows a means of transport 1 in a further embodiment.
  • a wheel arrangement 23 can be provided with wheels 24 which are arranged in the manner of a motorcycle.
  • the load space 11 is located between the wheels 24.
  • Two rotor units 21 can extend to the side of the wheels 24. However, it is also conceivable that only two rotor units 21 are provided, whereby these can be arranged diagonally offset or on one side of the means of transport 1.
  • FIGS. 10 and 11 a further exemplary embodiment of a means of transport 1 according to the invention is shown.
  • the means of transport 1 is designed without a wheel, as a result of which a ferry operation 111 cannot be carried out.
  • the means of transport 1 can have runners, for example.
  • the rotor units 21 can for example be arranged laterally. By adjusting the rotor elements 22 of the rotor units 21 from an operating position I to a rest position II in a receiving structure 14 of a housing unit 10 of the means of transport 1, space can be saved, in particular when the means of transport 1 is parked.
  • the means of transport 1 of the exemplary embodiment in FIGS. 10 and 11 also has a wheel arrangement 23 for a ferry service 111.
  • the means of transport 1 can be designed in the manner of a truck for transporting large loads and / or a large number of people.
  • FIGS. 12 and 13 show a further exemplary embodiment of a means of transport 1 according to the invention for transporting a load, in particular in the form of a person and / or freight, in a schematic representation during a flight operation 110 of the means of transport 1.
  • the means of transport 1 has a drive device 20 with four rotor units 21, ie in particular with a first and three further rotor units 21.
  • the means of transport 1 has a wheel arrangement 23 with several, preferably four, wheels 24.
  • the rotor units 21 are also within wheel diameters, in particular within Tire diameters, the wheels 24 arranged.
  • the rotor units 21 preferably have a cross-flow rotor with a plurality of rotor elements 22.
  • the rotor units 21 each have a rotor axis 21.1 about which the rotor elements 22 can be rotated.
  • the wheel axles 24.1 of the wheels 24 can be aligned parallel to the rotor axles 21.1.
  • each of the rotor units 21 comprises a rotor housing 21.2.
  • the rotor housing 21.2 is designed like a wing, so that a fluid flow 210, in particular in the form of an air flow, can be guided through the rotor housing 21.2. A buoyancy of the means of transport 1 during flight operation 110 can thus be achieved by means of the rotor housing 21.2.
  • the rotor unit 21 has a flow channel 21.3 in which the rotor elements 22 are rotatably arranged.
  • the rotor housing 21.2 furthermore has a control flap 21.4 which is pivotably mounted, in particular for a thrust vector control.
  • a diameter of the flow channel 21.3, in particular at the outlet, can be changed.
  • the rotor unit 21 is articulated by a rotor joint 21.5 on the housing unit 10 and / or the receiving structure 14, whereby the rotor housing 21.2 can be pivoted in order to adjust the rotor housing 21.2 relative to the fluid flow 210.
  • each of the rotor units 21, in particular individually or together with the other rotor units 21, can be moved between an operating position I and a rest position II.
  • the rotor elements 22 with the respective rotor housing 21.2 are located outside a receiving structure 14 of a housing unit 10 of the means of transport 1.
  • the rotor units 21 can generate a thrust 200 for moving and / or controlling the means of transport 1.
  • the thrust 200 by two rotor units 21 on one side of the conveyor 1 can cause the conveyor 1 to rotate about a central axis in order to steer the conveyor 1.
  • the rotor elements 22 with the respective rotor housing 21.2 are received in the receiving structure 14, i.e. in particular sunk into the receiving structure 14, in order to enable a ferry operation 111 of the means of transport 1.
  • FIG. 13 shows the means of transport 1 in a plan view.
  • the receiving structure 14 has a plurality of cavities 14.1, which are each assigned to one of the rotor units 21.
  • the cavities 14.1 are preferably each designed to correspond to the respective rotor housing 21.2.
  • FIG. 13 shows two central rotor units 29 of the drive device 20 for generating the thrust 200, the central rotor units 29 being arranged in the housing unit 10.
  • the central rotor units 29 form a primary drive for the flight operation 110 of the means of transport 1, a maximum capacity of the central rotor unit 29 being greater than a maximum capacity of the rotor units 21.
  • the rotor units 21 form a secondary drive to support the central rotor units 29 and to control the means of transport 1 in flight operation 110.
  • the central rotor units 29 can be of different dimensions or of identical construction.
  • the central rotor units 29 are designed in particular as a cross-flow rotor.
  • One of the central rotor units 29 is arranged in a front of the means of transport 1 and one of the central control units 29 in the spot. As a result, a balanced vertical takeoff of the means of transport 1 can be made possible.
  • the housing unit 10 of the means of transport 1 is designed in the manner of a wing in order to support a buoyancy of the means of transport 1.
  • the wing-like design interacts with one of the central control units 29, which is arranged in a central flow channel 18 of the housing unit 10.
  • advantageous pressure conditions for flight operation 110 of the means of transport 1 can be achieved.
  • the fluid flow 210 can be guided through the central flow channel 18 during flight operation 110 when the central rotor unit 29, which is arranged in the central flow channel 18, is driven.
  • the central flow channel 18 can run, for example, behind a headrest for a passenger in the load space 11.
  • the housing unit 10 also has a control flap 18.1 which is pivotably mounted in the central flow channel 18, in particular for a thrust vector control of the central rotor unit 29.
  • the drive device 20 has several drive units 25, so that the rotor units 21 and the central rotor units 29 are each assigned to a drive unit 25. This enables the individual rotor units 21 and central rotor units 29 to be controlled separately. However, it is also conceivable that several of the rotor units 21 and / or the central rotor units 29 can be driven by a common drive unit.
  • the means of transport 1 can preferably be designed in accordance with the first exemplary embodiment.
  • the means of transport 1 can preferably be designed for water operation, as was the case with the first Embodiment described. Propulsion of the means of transport 1 in the water by the rotor units 21 and / or the central rotor units 29 can thereby be made possible.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Handcart (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne un moyen de transport (1) pour transporter une charge, en particulier sous la forme d'une personne et/ou d'une cargaison, comprenant une unité de logement (10) au moyen de laquelle une zone de charge (11) est formée pour recevoir la charge, et un dispositif d'entraînement (20) pour déplacer le moyen de transport (1), comprenant au moins une première unité de rotor (21) qui peut être entraînée pour une opération de vol (110) du moyen de transport (1). L'invention concerne de plus un procédé (100) de transport d'une charge.
EP20811319.1A 2019-11-22 2020-11-20 Moyen de transport pour une opération de vol, et procédé de transport d'une charge Pending EP4061708A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019131673.1A DE102019131673A1 (de) 2019-11-22 2019-11-22 Beförderungsmittel für einen Flugbetrieb sowie Verfahren zum Befördern einer Last
PCT/EP2020/082949 WO2021099596A1 (fr) 2019-11-22 2020-11-20 Moyen de transport pour une opération de vol, et procédé de transport d'une charge

Publications (1)

Publication Number Publication Date
EP4061708A1 true EP4061708A1 (fr) 2022-09-28

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Application Number Title Priority Date Filing Date
EP20811319.1A Pending EP4061708A1 (fr) 2019-11-22 2020-11-20 Moyen de transport pour une opération de vol, et procédé de transport d'une charge

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EP (1) EP4061708A1 (fr)
DE (1) DE102019131673A1 (fr)
WO (1) WO2021099596A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021004136B4 (de) * 2021-08-09 2023-03-09 Friedrich B. Grimm Vorrichtung für ein Drehflügelfahrzeug oder für eine Drehflügelturbine
DE102022109583A1 (de) 2022-04-20 2023-10-26 Timo Schnoelzer Beförderungsmittel zum Befördern einer Last in einem Fahrbetrieb und in einem Flugbetrieb sowie Verfahren

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Publication number Priority date Publication date Assignee Title
US7641144B2 (en) * 2005-04-21 2010-01-05 Syracuse University Cross-flow fan propulsion system
US20120111994A1 (en) * 2010-01-15 2012-05-10 Propulsive Wing, LLC Cross-flow fan propulsion system
US9156550B2 (en) * 2014-02-14 2015-10-13 Toyota Motor Engineering & Manufacturing North America, Inc. Dual channel wing for an aerocar
KR101686400B1 (ko) * 2015-01-23 2016-12-15 조재영 주행 및 비행장치
CN206277908U (zh) * 2016-12-01 2017-06-27 吉林大学 一种电动汽车车轮位置转换装置及陆空两用电动汽车
CZ307925B6 (cs) * 2017-02-15 2019-08-28 Ladislav Pejša Neobjemový tekutinový stroj
RU2666503C1 (ru) * 2017-07-24 2018-09-07 Александр Поликарпович Лялин Конвертоплан-1

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WO2021099596A1 (fr) 2021-05-27

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