WO2000073142A2

WO2000073142A2 - Lighter-than-air airship and method for controlling said airship

Info

Publication number: WO2000073142A2
Application number: PCT/EP2000/004708
Authority: WO
Inventors: Berthold Knauer
Original assignee: Uti Holding + Management Ag
Priority date: 1999-05-28
Filing date: 2000-05-24
Publication date: 2000-12-07
Also published as: AU4567900A; WO2000073142A3

Abstract

The invention relates to a lighter-than-air airship comprising a lifting gas body having at least two ballonets (159, 160) integrated into said lifting gas body (158) and at least one loading bay (102) projecting at least partially into the interior of the lifting gas body (158) and closing downward for receiving a useful load that is to be transported, in addition to an empennage (150) comprising several stabilizers (151) and rudder blades (151a), whereby a side rudder is coupled on the stern side to a stabilizer of the empennage (150) that stands upward vertically. The aircraft is characterized in that the loading bay (102) is embodied in the form of a rigid cell (141) that receives the weight of the useful load, the lifting gas body (158) has a length-diameter ratio ranging from 2.0 to 3.0 and is embodied as a blimp, whereby the weight force acting upon the cell (141) are compensated for by the lifting gas body (158). Four additional side stabilizers (152 - 155) have a rudder blade (152a - 155a) coupled on the stern side and the lateral stabilizers (152 - 155) are inclined at the same spread angle relative to the horizontal in terms of value. The invention also relates to a method for controlling said airship.

Description

TITLE OF THE INVENTION Lighter-than-air aircraft and method of controlling one

Aircraft

DESCRIPTION

TECHNICAL FIELD The invention relates to a lighter-than-air aircraft according to the preamble of claim 1 with a carrier gas body with at least two ballonets integrated in the carrier gas body and at least one loading bay at least partially protruding into the interior of the carrier gas body and closable downwards for the receptacle a payload to be transported, and an empennage, comprising a plurality of stabilizers and rudder blades articulated thereon, a rudder being articulated aft to a stabilizer of the empennage standing vertically upward.

STATE OF THE ART

It is known from practice that lighter-than-air aircraft are provided with a stabilizer to stabilize their position, which is arranged essentially in the rear area of the aircraft and usually consists of a vertical stabilizer and two horizontal stabilizers. The disadvantage of these known flying apparatuses is their sensitivity to snow or other deposits, for example due to air pollution that settles on the horizontal wings. Furthermore, these known aircraft are unable to maneuver if the rudder fails. If one of the two elevators fails, the maneuverability is also severely impaired, since the other elevator is rarely able to do more than compensate for the negative effect of the failed elevator.

Rigid airships are known in practice, in which an upward-facing stabilizer and two pairs of lateral stabilizers are provided in the stern area, with between each of the two pairs of stabilizers three vertically extending, side-by-side elevators which are arranged around one vertical axis can be pivoted, are arranged in a protected manner Contamination can also settle on these side stabilizers, but this is not so important, since no rudder blade is attached to the stabilizer extension. These forms are limited in their effectiveness

DE-A-42 18 239 describes a rigid airship whose supporting gas body is essentially rotationally symmetrical and in which a loading bay protrudes at least partially into the interior of the supporting gas body. The loading bay extends almost over the entire length of the keel line of the cigar-shaped rigid airship and distributes the load, that on the loading bay is evenly loaded on the skeleton that forms the body of the carrier gas body. The well-known rigid airship can only be loaded and unloaded on the ground, i.e. after landing, and also has considerable disadvantages in terms of dynamic flight characteristics, which on the one hand are specific to rigid airships are, on the other hand, there are also fundamental errors to be found in the design of the aircraft

Dynamic flight characteristics are those characteristics that occur during the flight. They occur in addition to the equilibrium conditions that must be observed in order to lift the weight with the buoyancy of the flying apparatus. As a rule, it must be assumed that there is always a payload during the flight is to be transported, ie if there is an "empty run", the payload is balanced by ballast water or similar ballast

The maneuverability of cigar-shaped aircraft has been found to be particularly problematic when transporting payloads of several tons.The cigar shape is traditionally chosen because of the low air resistance, which allows air speeds of up to 120 km / h with reasonable fuel use. Point loads are attached to the aircraft - either in the manner of a container below the carrier gas body as in the prior art or also in a loading bay partially protruding into the interior of the carrier gas body - the air drag coefficients of the entire flying apparatus due to the part of the loading bay protruding above the supporting gas body. Even if this is aerodynamically clad, the air resistance which acts on the forehead region of the protruding parts of the loading bay is significant. Furthermore, the center of gravity of the resulting system is the flying machine - load located clearly below an imaginary bow-stern line, so that the resulting lever arm multiplied by the distance to the bow or stern of the aircraft can be added together as a normal lever arm to form significant moment forces, with the result that in the known aircraft with a load, for example, due to cross winds or load changes in the area of dynamic buoyancy, the aircraft sets in, causing almost undamped rolling, ramming and other movements, which are disadvantageous for the overall stability of the aircraft and above endanger the integrity of the load This results in numerous other disadvantages with regard to the design of the parts with which the payload is fixed, as well as the dynamic loading of the load-bearing components of the lifting gas body. Another problem then arises that with very strongly punctiform attacking payloads, the Overcoming the gravity of the buoyancy to be applied buoyancy must be introduced almost punctiform, which leads to extraordinary oversizing in aircraft with small diameter and long extension

PRESENTATION OF THE INVENTION

It is the object of the invention to provide a lighter-than-air flying apparatus which is able to take up and transport high loads and at the same time has a stable position and high maneuverability even if parts fail the rudder system guaranteed

This object is achieved in the aircraft mentioned above with the characterizing features of claim 1 in that the loading bay is designed as a rigid cell, which takes up the weight of the payload that the supporting gas body has a ratio of length to diameter between 2 0 and 3.0 and is designed as an impact airship with the weight forces acting on the cell are lifted by the supporting gas body and that others four lateral stabilizers each have an aft articulated rudder blade and the lateral stabilizers are inclined by the same spread angle to the horizontal

The aircraft according to the invention is designed as an impact airship (Bhmp), which means that the balance of forces between dead weight and payload on one side and buoyancy on the other side is to be introduced via the hull by means of suitable measures. Compared to the rigid airship, in which a rigid skeleton has to absorb these opposing forces this results in increased flexibility in stressing the components of the aircraft

The loading bay is a rigid cell, which may twist or be elastically deformed under the influence of the attacking loads, especially in the case of training as a truss from a multitude of tension and compression bars, but does not undergo any plastic and thus permanent shape changes a keel-forming cell attacks the weight of the payload and other components of the aircraft.The cell is particularly suitable for the arrangement of other parts of the aircraft, such as propellers, thrust engines (vectors), but also, for example, the wheels, due to its statics to which a landed aircraft is set down. In this case, in addition to the load acting directly on the cell, the weight of the aircraft also weighs on the cell, insofar as it is not lifted by the buoyancy forces in the carrier gas body

In order for the aircraft to fly and to load the load arranged in the loading bay, it is necessary that the loads acting on the loading bay, including their own weight, are lifted by the carrier gas body, which enables the transport of a payload rigid cell in the envelope of the carrier gas body requires due to the high payload corresponding measures with which the impact airship can lift the load

If one starts from the classic problem of airship construction with regard to the most uniform load distribution possible, then the transport of concentrated payloads plus a punctiform internal crane suspension is an extremely difficult task.The conventional solution approach in these and similar cases focuses on the load distribution by means of a more Or less complex keel construction Experience has shown, however, that corresponding semi-rigid keel airships are in a dilemma between strength and elasticity. Dynamic loads on the hull require elastic resilience of the keel on the one hand to avoid the possible enormous constraining forces, which on the other hand in turn increases the required strength of the keel In such a case, the only question left is to strengthen the keel in such a way that it can also absorb the greatest constraining forces as a safe load. This can a However, they can only be bought with a considerable increase in dead mass. In the present case, the stretching ratio of the hull is so small that the loading bay with subsequent gondola can take over the function of load distribution over the major part of the length of the ship. The connection points for the suspension cables are located at strategically favorable junctions inside the hull, which transmit the buoyancy of the lifting gas via the catenanes

In the flying apparatus according to the invention, the oscillation in the case of shear winds or changes in acceleration, even in the event of changes in the wind direction or the like, is greatly reduced. The flying apparatus according to the invention advantageously assumes a self-resetting position in which the vibration amplitude is already low and there is practically no overshoot This results in a high level of stability during the flight, but also in the stationary suspension, in which no travel is made, with the dimensioning according to the invention from length to diameter of the lifting gas pers the additional fuel consumption at speeds of less than 80 km / h turns out to be extremely low The contour of the carrier gas body thus already closely approximates the spherical shape, which is more difficult to control and also has less damping, but with regard to the introduction of forces such as they are initiated by payloads of several tons in weight, is cheap There are no long levers between the bow or stern and the center of gravity, and the center of buoyancy is not significantly further away from the center of mass in the direction of extension of the lifting gas body than in the horizontal secondary axis running transverse to the main axis constructively, the introduction of force into the shell, which must accommodate the buoyancy to be overcome in order to overcome the gravity of the payload, can be affordably designed. The clear Hera is particularly advantageous in the inventive design of the ratio of length to diameter Set the inclination of the aircraft to oscillate about its main axis, which requires a special securing of the payload.When lowering the payload from the standing position without landing the aircraft, it is important that the pendulum deflection of the aircraft remains low.This is the case with the aircraft according to the invention given in a special way so that a load can be removed from the loading bay with simple means. For aerodynamic reasons, the loading bay is preferably integrated into the interior of the carrier gas body, whereby the center of gravity, which is influenced by the payload, is increased, thereby increasing the inclination of the flying apparatus for lurching, nodding, tumbling, commuting or combinations thereof is advantageously reduced

Another advantage of the dimensioning of the aircraft according to the invention is the relatively low consumption of hull material, since the required ratio to the carrying gas volume is optimized by the approximation to the spherical shape. Surprisingly, it can be found that the aerodynamic deviation from the spherical shape at relative low surface area the heat losses of the carrier gas due to cooler surroundings flowing past the carrier gas body or the aircraft exercise air is extremely low. This allows a relatively constant temperature to be set favorably over the length of the aircraft, so that flight stability is further increased in addition to the reasons already mentioned

The redundant design of the rudders ensures on the one hand that the failure of one of these rudders does not immobilize the entire aircraft, but that the failure can be compensated for by a symmetrically arranged rudder, while the other pair of symmetrical elevators continues to allow the aircraft to operate even in the event of a failure The vertical rudder can be maneuvered to the sides by appropriate actuation of the rudders, which have an angle to the horizontal. This is a result of the stabilizers arranged with an inclination to the horizontal, which also allow a control component in the vertical direction. Furthermore, the arrangement of the stabilizers or rudders enables the control of the flying apparatus with lower rudder deflections, so that a curve can be carried out with less braking of the trip. With an appropriate selection of the spreading angle, which is preferably approximately 30 °, it is also ensured that storage stakes, especially snow, do not remain lying down

A particular advantage of the trained tail unit is that it is no longer necessary to provide a downward-facing stabilizer provided in almost all aircraft, which is the so-called "scratching angle", that is to say the maximum climb angle during take-off from the ground, which does not touch the lower one Stabilizer is adjustable, limited If necessary, a shortened stabilizer can be provided, which preferably does not extend further down than the lower side stabilizers

Another particular advantage of the empennage designed according to the invention is that the effective empennage area is increased in an advantageous manner without protruding appreciably beyond the dimensions of the supporting gas body Steering commands result in particular at low wind or driving speeds, for example when driving low over ground or in a stationary position

It is understood that the position of the rudders can be influenced by conventional cable pulls. Alternatively, however, servomotors are provided for this purpose which enable fly-by-wire technology, for example by means of a servo motor and fork rod linkage. It is thus possible in particular to compensate for the failure of one of the rudders by appropriate means The simulation in the control system, which issues the commands to the servomotors, must be taken into account and the remaining functional elements of the rudder system actuated accordingly.As a result, the failure of up to three rudders is manageable, which means that the operational safety of the aircraft also prevents the overflight from leaking populated areas without further ado It is also possible to compensate in the same way for the failure of other or further components of the flying apparatus which influence the aerodynamic flight properties, for example the failure of an air screw or a ballast water pump

Direct actuation of the rudders via cable or Bowden cables is particularly preferred, means being preferably provided for length compensation to compensate for aerodynamically induced deformations of the carrier gas body.This enables the rudder blades to be actuated effectively, maintenance-friendly and reliably in a technically less demanding and cost-effective manner

Alternatively, it is possible to couple the rudders of the lateral stabilizers in pairs, so that when the rudder on one side of the aircraft is actuated, compensation is also provided by a rudder deflection on the opposite side of the aircraft

In the aircraft according to the invention, it is expedient that the supporting gas body has a ratio of length to diameter of approximately 2.7, in which a maneuverability and top speed that are hardly inferior to the conventional aircraft can be achieved with conventional drive methods, without the stability advantages of the dimensioning having disappeared The payload of the aircraft is payable Expediently over 40 tons (1 ton = 1,000 kg) or up to 44 tons, so that with the aircraft according to the invention the transport of large point loads, for example from a house or two houses of 20 tons each, with a load of approx. 4 tons for hoists This advantageously makes it possible to transport a payload of up to 44000 kg at a cruising speed of 74 km / h at a flight distance of 500 km (operating radius 250 km). The aircraft according to the invention enables a particularly favorable ratio of commercial payload to total mass of approx 0.4

According to a preferred development, the loading bay, which is at least partially integrated in the carrier gas body, has an opening which points downward and which can expediently be closed, also for aerodynamic reasons, in particular in order to prevent air turbulence, turbulence and other currents which restrict the speed of the aircraft. The aircraft enables this to drop the payload without landing, in which the opening can be opened during the flight, preferably in the standing position. The cover chosen for this purpose is expediently designed in the manner of a blind or roller shutter, which can be drawn in laterally or aft into a storage space arranged on the loading bay with the aid of a suitable motor drive. For example, the cover elements can be connected to one another by chain links, softly pull the cover members in the manner of a spiral around a drivable roller

The center of gravity of the aircraft is expediently located in the interior of the cargo bay and here again preferably in the part that protrudes into the carrier gas body of the aircraft

The center of gravity of the flying apparatus is advantageously arranged in the vertical direction above the center of mass. By avoiding an offset in the longitudinal or transverse direction of the flying apparatus, moments are avoided and the flying stability of the flying apparatus is improved. sert This also advantageously results in the optimal position of the loading bay in the longitudinal axis of the aircraft

While in known flying apparatuses a plurality of ballonets are arranged distributed over the length of the carrying gas body, it is possible in the flying apparatus according to the invention advantageously to arrange one balloon in the front and one ballonet in the rear area of the carrying gas body, as a result of which they are arranged at a distance from the loading bay are located and in the area of the maximum distance from the center of mass or lift of the flying apparatus displacing the lifting gas. A particular advantage of this arrangement is that the lifting acts on the longitudinal axis of the flying device or the lifting gas body primarily in the middle area and less in the bow or stern area, whereby the effective carrying gas volume within the still elongated flying apparatus is already moving more strongly in the direction of the spherical shape. This distribution of the carrying gas enables the payload to be picked up particularly cheaply in an area near the center of gravity of the fl ugapparates

Appropriately, propellers are provided for propelling the aircraft, which are arranged in the aft half of the aircraft in the longitudinal direction and which, with slowly rotating propellers, make it possible to travel over ground at speeds of up to 125 km / h. The aircraft is steered via the rudder blades, which are activated by additional Thrust engines, which are located not far in the middle of the extent of the supporting gas body on this, can be supported.The thrust engines are not designed for continuous operation, but for initiating conscious changes in direction and are pivoted about at least two axes on their suspension.The thrust engines thus enable one Support when flying curves by reducing the turning radius by advancing on one side and counter-thrust on the other. It is also possible, for example for take-offs and landings, to generate additional lift due to the recoil of the thrust engines watch The lighter-than-air aircraft expediently has means for the introduction of force into the loading bay into that of the carrier gas body, as a result of which it is possible to absorb high, even punctiform loads in the interior of the loading space. Here, the transmission is expediently so flexible that the load fluctuates with fluctuating weights the transmission takes place without impairing the flight characteristics of the aircraft

The means for the introduction of force expediently comprise a rope bracing which connects the cell, preferably its cross member forming an upper end, to the casing of the supporting gas body.This bracing serves primarily to determine the weight of the load or the dead weight of the cell, which is essentially in Direction of gravity, with the counter-gravitational buoyancy forces that attack the envelope of the carrier gas body, which allows the flight of the aircraft and thus the transport of the payload. It is understood that preferably several Emleitungsstellen on the envelope for the Rope bracing can be selected, these points tending to constrictions due to the special stress due to the weight that acts here. Conveniently, these rope seals are arranged relatively close to the center or near the tip of the carrier gas body in order to narrow the aircraft to prevent it and the associated reduction in its buoyancy effect and, in addition, not to unnecessarily increase sensitivity to gusts of wind and cross winds

It can preferably be provided that the cable tensioning acts on at least two points of the crossmember of the cell and on at least two cable seals in the sheath, the parts of the cable tensioning being able to be connected to one another via a connecting element to which all parts of the cable tensioning act The arrangement is, inter alia, that the connecting element can be constructed in the manner of shock absorbers or other energy storage means such as springs or the like, and thus can flexibly counteract high moment loads. It is also possible to arrange strain gauges or other measuring devices at this point which make it possible to detect significant loads for the control of the aircraft

The means for the introduction of force preferably comprise a hose bead, which at least preferably completely surrounds the cell and is kept under pressure, which prevents the envelope of the supporting gas body from coming into contact with the outer wall of the cell. The hose bead is preferably filled with helium under a pressure which is greater than The full pressure of the carrier gas body is hereby expediently prevented that the envelope of the carrier gas body has come into abutment against the outer wall of the cell, which reduces the buoyancy of the flying apparatus and, furthermore, there is a risk that forces from the cell are introduced directly into the shell and local surges have caused cracks in the casing

According to an advantageous development of the invention, a tank for Baiastwasser is integrated into the cell. As a result, the static properties of the cell are used in particular in the area of their suspension or their attachment to the shell, and at the same time create a possibility of evenly distributing the payload of the water to the truss the cell forms to distribute In addition, the otherwise hollow space in the truss can be used sensibly for storing the water

The flight apparatus preferably comprises a lifting mechanism in its loading bay, which allows the payload to be shifted outside the cell through an - otherwise lockable - loading bay opening, furthermore means being provided for the payload during the flight or outside the time when the payload is lowered or is to be picked up, is effectively locked against harmful swinging. In addition, the hoist also expediently enables horizontal displacement in the direction of flight and transversely to the direction of flight, in order to enable better positioning when lifting the load or when lowering the load from a stationary suspension of the flying aircraft Advantageously, the stabilizers on the side of the flight apparatus are of equal length.This enables the trigonometric functions with which the failure of a rudder to be replaced by the actuation of the other rudders to be set up particularly easily, so that if the control fails, the required angle of attack of the rudder can be used using simple tables Rudder can be determined

Conveniently, each of the stabilizers has at least one central spar, on which the stabilizer cladding is arranged and which is also used to anchor the tail unit to the aircraft. For this purpose, the spars of the five stabilizers, which preferably indicate a star, with the one pointing downward Spikes are missing within the flying apparatus connected to each other in the center of the star.The external forces acting on the stabilizers are thus mutually absorbed in the manner of a truss.Here, the star-shaped arrangement, in which the spars meet at angles of less than 90 °, offers a favorable opportunity to transmit the forces and moments that act on one spar, on the other spars and thus contribute to the stability of the tail unit. It is particularly advantageous if each stabilizer has two of the spars described, which are arranged one behind the other and each form a star. It is possible for the two Stars, i In particular, the centers should be stiffened together to increase the torsional rigidity within the carrier gas envelope

The carrying gas envelope of the lighter-than-air aircraft is expediently reinforced in the area of the passage of the spars. This results in an inexpensive possibility for sealing, and the risk of tearing the envelope due to the relative movement of the envelope and spars is reduced, especially in the case of impact airships, the mobility between the shell and rigid parts, this is inexpensive. In addition, a protective sleeve can be propped up on the sleeve reinforcement, which protects the transition from the stabilizer to the sleeve in terms of electrical engineering. Advantageously, flow interruptions and turbulent turbulence which are disadvantageous for buoyancy and controllability are advantageously prevented. The protective sleeve is made of an elastomer material with a smooth surface, thus offering low air resistance and can nevertheless bend to adapt to the deformation of the sleeve.

It should be noted that the empennage is not rigidly connected to a keel of the aircraft, but that forces are transmitted through the hull. It is also possible to connect the stabilizers via an external rope tension. The control lines are installed inside the tail unit and in the center of the tail star with the main control cable, e.g. connected via connectors.

In particular, it is expedient if the stabilizer can be laid through the protective sleeve. However, it is also possible to select the protective sleeve from a material which is so flexible that it deforms in accordance with the displacement of the sleeve material and advantageously absorbs the deformation energy in the manner of a spring in order to use this pretension to pull the sleeve back towards the starting position . The maximum displacement path of the casing in the area of the passage of a spar is limited by a first stop below the stabilizer and by a second stop on the spar inside the carrier gas casing of the aircraft, a bellows arranged on these parts advantageously being used between the second stop and the casing is, which traces the envelope movements and thereby guides the envelope.

A suitably provided control advantageously makes it easier to control the lighter-than-air flight apparatus, as a result of which course changes are achieved either by actuating the rudder and / or by actuating a pair of rudder blades articulated on the lateral stabilizers on the one hand of the carrier gas body. In this case, a change in direction can be triggered by actuating the rudder. are referred to, supported and possibly also supported by the aforementioned vector thrusters. If, for example, both elevators arranged on the carrier gas body are actuated, this leads to a relative braking movement on the relevant side which - assuming the elevators on the other side are not actuated - leads to the fact that the dynamic moment changes the flight direction of the flying apparatus in the direction of the actuated side. If the two actuated elevators are actuated in opposite directions for this purpose, the forces acting in the high direction cancel each other out in the first approximation, and the flying apparatus practically does not change altitude a moment around the long axis

For a change in height, it is expediently sufficient to actuate a pair of rudder blades articulated either above or below the horizontal (e.g. the two lower elevators) of rudder blades articulated aft on the side stabilizers (e.g. both upwards) the lateral components, since they differ in sign, essentially gone. It goes without saying that both pairs can also be actuated simultaneously and, if necessary, also with the same amount

Since the vertical and horizontal effective rudder blade surface, which can be determined in accordance with the known trigonometric functions, is received differently by the spread angle of preferably 30 °, for example by correspondingly compensating for the turns of the rudder blades, a suitable one for the optimal speed of rotation, ascent and descent of the flying apparatus Location can be provided Here it can also be taken into account that large rudder deflections lead to braking of the journey and should therefore be avoided

According to a first variant, it is thus possible to provide all four elevators for controlling the height of the flying apparatus (so-called X configuration). According to another variant, it is possible to control only two, on both sides of the throttle body and on the one hand the horizontally arranged elevator, for controlling the height of the flying apparatus to be provided (so-called V- Configuration), while the other pair of elevators is used for steering to port or starboard. These two variants, between which a control system can also switch back and forth, on the one hand provide redundancy to all steering points that increases flight safety. On the other hand, in the air with the V -Configuration the maneuverability can be improved by narrower curve radii, while in the X configuration differences in height can be better overcome, e.g. during a landing approach. It is also possible that the control takes over the influence of the static flight parameters, e.g. the influence of the static flight parameters Heating or cooling of the lifting gas, changing the size of the ballonets, pumping over and / or loading or lowering ballast, etc. However, it is also possible to control the elevator, which is arranged on the one hand of the lifting gas body, for example via a common channel

Further advantages and features of the invention result from the subclaims and from the following description

The invention is explained below using an exemplary embodiment with reference to the accompanying drawings

BRIEF DESCRIPTION OF THE DRAWING

1 shows a frontal view of the bow of an exemplary embodiment of an aircraft according to the invention

FIG. 2 shows a side view of the flying apparatus from FIG. 1

FIG. 3 shows a section along the line III-III through the flight apparatus from FIG. 2 in the region of the tail unit and through the loading bay

FIG. 4 shows an enlarged detail IV from FIG. 3

5 shows an enlarged side view of a stabilizer of the flying apparatus with the rudder articulated

FIG. 6 shows a section along the line IV-IV through the flying apparatus from FIG. 2

FIG. 7 shows the detail V from FIG. 4 in an enlarged representation FIG. 8 shows the detail VI from FIG. 5 in an enlarged representation

FIG. 9 schematically shows the loading bay of the aircraft from the direction of arrow VII in FIG. 6

FIG. 10 schematically shows the loading bay of the flying apparatus from FIG. 6 in a side view

1 1 shows an alternative design of the loading bay of the flight apparatus from FIG. 1

FIG. 12 shows a schematic side view of the way in which the cells are integrated into an aircraft

FIG. 13 shows a diagram of a control for the aircraft according to FIG. 1

DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION With reference to FIGS. 1 to 3, the basic structure of the flying apparatus 100 is first explained in more detail below. The flying apparatus 100 is a blimp. Its length is approximately 11.5 m and the diameter of the flying apparatus 100 its thickest point in the central area of its extent approx. 44 m (without taking into account the above parts, such as tail unit 150, loading bay 102, propellers 101, etc.)

In contrast to rigid airships, the flight apparatus 100, which is designed as an impact airship, does not have any stiffening skeleton via which attached loads can transmit their weight to a center of buoyancy.The lack of rigid skeletons makes it difficult to attach loads in principle Carrying gas body designated by reference number 158 has partially integrated loading bay 102, which both relocates a payload 21 in the Z direction (vertical) and to a limited extent in the loading bay 102 in the X direction (flight direction) and Y direction (transverse to the flight direction and parallel to the lower cover of the loading bay 102)

1 shows that the tail 150 consists of five stabilizers 151-155 with aft articulated rudder blades 151 a-1 55a there is the stabilizer 151 protrudes vertically upwards from the flight apparatus 100 and projects beyond it. A rudder blade 151 a is articulated on the stabilizer 151, which is used as a rudder. The stabilizers 152 to 155 also have rudder blades 152a to 155a articulated aft on, which are pπmar elevator

The stabilizers 152, 154 are on the one hand on the port side, the stabilizers 153, 155 on the other hand on the starboard side of the flying apparatus 100. As can be seen particularly well in FIG. 1, the stabilizers 152 to 155 also protrude above the maximum circumference of the flying apparatus 100, however none of the stabilizers is laterally above the maximum width of the flight apparatus 100. As a result, the overall width of the flight apparatus 100 is not exceeded by the tail unit 150 in a particularly advantageous manner. This is particularly advantageous because it means that the tail unit 150 does not have to have an excessive lateral dimension in hall structures or the like The stabilizers 152 to 155 have an expansion angle of 30 ° to the horizontal, so that the vertical components of the rudder pair arranged on the port and starboard side are compensated or neutralized on both sides. This advantageous effect is explained further below in connection with the control or with the method for controlling the aircraft 100 described in further detail

As can be seen in particular in FIG. 3, the five stabilizers form the shape of a six-pointed star, the lower prong of which is missing. In the extension of the missing lower prong, for example, the loading bay 102 with a gondola attached to it is provided, in which a load or persons are requested to allow a climb angle when driving close to the ground or when lifting off, which avoids contact with the tail unit 150, it is also expedient to arrange the lower stabilizers 154, 155 as far as possible from the floor or the lowest point of the loading bay 102. The scratching angle 157, which results from this in the arrangement of the tail unit according to the invention, is sufficient to enable longitudinal inclination angles of up to 16 ° when lifting off the ground. The aircraft 100 according to the invention advantageously differs from aircraft with known tail units. In front of the tail unit 150 and below the lower stabilizers 154, 155, there are slow-moving propellers 101 on both sides of the aircraft 100, which provide the propulsion of the aircraft 100

As can be seen in FIG. 1, the stabilizers 151 to 155 protrude the circumference of the envelope of the flight apparatus 100 by an identical amount in each case. The angle between two adjacent stabilizers is approximately 60 °. It is also possible to shorten the vertically downward side Arrange stabilizer, which preferably has a rare rudder blade articulated in the aft. In this case, the stabilizer is formed from six stabilizers, of which at least the five stabilizers 151 to 155 corresponding to the stabilizer 150 will be equipped with an aft articulated rudder blade 151 a to 155a

3 and 4, the construction and assembly of the stabilizers 151 to 155 on the aircraft 100 is explained in more detail. As can be seen in particular in FIG. 4, but also in FIG. 3, each of the stabilizers is about one-third of its height Spar interspersed, which is preferably made of fiber composite materials The spars 151b to 155b are clamped together at a central point or ring 158 and thus actually form a star, which forms a stable and resilient basic construction for the tail unit 150. According to a preferred variant, the spars are 151 b to 155b are mutually prestressed by a compression spring (not shown) provided between the spar and ring 158, the springs pretensioning the spars outward against a stop provided for this purpose or the like and, in the case of compression induced by the external conditions, without the other spars via a fee against the casing relocate to print

The outside of the spars 151 b to 155b is equipped with a conventional tailplane covering or the corresponding attachments, which is firmly connected to the part of the spars protruding from the aircraft. It should therefore be noted that the spars 151 b to 155b are relatively form the rigid unit, which is arranged to be movable within the flight apparatus 100. As can be seen particularly well in FIG. 4, the spar 151b penetrates the casing 106 of the flight apparatus 100. In the area of the stabilizer 151 and the other stabilizers, the casing 106 has a casing reinforcement 106a equipped, which takes into account the special stress in the area of the spar 1 51 b of the sheath 106

The sheath 106 or the sheath reinforcement 106a can be moved back and forth between two stops 159 designed as a path limitation outside the sheath 106 or 160 inside the flying apparatus 100. The guiding of the sheath 106 is carried out by a bellows fixed to the stop 160 in the inside of the flying apparatus 100 161, which, in response to movements of the casing 106 due to external influences, in particular during flight operation, tracks the casing 106 along the spar 151b. A protective sleeve 162 is vulcanized onto the reinforced region 106a of the casing 106 of the aircraft 100 and also in the area of the stabilizer 151 also vulcanized on its outer surface or fastened in some other suitable manner. As a result, the protective sleeve 162 covers the outer region, which can be caused by the maximum gap 163 between the two stops 159, 160, which can result from displacement of the casing 106, so that this sensitive region out is not exposed to the effects of the weather. As a result, the protective sleeve 162 fulfills an important sealing function

In exactly the same way as the spar 151b, the spars 152b to 155b of the other stabilizers are carried out through the casing 106. Two spars are each mutually braced in the manner described above via a central point 158. This contrasts each torsion bar with an additional torsional rigidity external attacking forces reached

FIG. 5 shows a stabilizer, for example the stabilizer 151. Further details of the arrangement relative to the casing 106 or the supporting gas body can be seen here 1 10 in FIG. 2 denotes the buoyancy point of the flight apparatus 100, 1 1 1 the center of mass which is below the buoyancy point 1 1 0. It can be observed that the center of mass 1 1 1 is in the vicinity of the loading bay 102, and thus only slightly changed in position by loading ballast or a good to be transported. It can also be seen that a front ballonet 159 and rear balloons "160 are arranged in the end regions of the carrier gas body 158, so that when filling is uneven, trimming effects by shifting the Buoyancy point 1 10 is possible. The arrangement of the ballonets 159 160 in the bow and stern area of the supporting gas body is matched to the requirements of the elongation and the flexural strength of the supporting gas body. At the same time, it is advantageously ensured that the central envelope area that bears the load is also the area The buoyancy 102 is approx. 32 m long and approx. 13 m wide (internal dimensions) and thus allows bulky goods with high point loads to be accommodated

102a is a front gondola that connects to the loading bay 102, in which the operating personnel has a good view in the direction of flight and which also has a passage (not shown) to the loading bay 102. Shear vectors 103 are arranged on the side of the loading bay 102, in particular while Takeoff and landing and for maneuvering the flight apparatus 100 can also be used. The propellers 101 are also connected to the loading bay 102

With reference to FIG. 6, the basic structure of the loading bay 102 and the deformation of the casing 130 under load can be recognized on the basis of a cross-sectional view of the flight apparatus 100. The loading bay designated 140 can be provided on its underside with a blind (not shown), which is preferably attached to a (not ) Venetian blind box is arranged retractable, can be closed after taking up a load (not shown). This provides good protection against weather conditions and, moreover, the aerodynamics of the flight apparatus 100 are favorably influenced. It can be seen that the majority of the loading bay 102 protrudes into the interior of the carrying gas body 158, the height of the loading bay 102 being about 12 m, of which about 2 30 m protruding beyond the lowest point of the carrying gas body 158. The length of the loading shaft 140 is 32 m, and the width (internal dimension) is 13 m With its rectangular plan, in which the length exceeds the width by more than twice, the loading shaft 140 is particularly suitable for accommodating two loads of the same type and essentially square or rectangular plan in such a way that the long side of the rectangle essentially coincides with the longitudinal axis of the flight apparatus 100 is aligned

The loading bay 102 is defined by a truss cell 141 (FIG. 10) which delimits the loading shaft 140. The cell 141 is designed in the manner of a flat truss structure, the inner area of which surround the clear dimensions of the load dimensions. The truss consists of tension and compression elements , where the tension elements can preferably be designed as tension cables to minimize the dimensions. Tubes are preferably provided for the pressure elements. The cell 141 is delimited on both sides by side support brackets 142 and closed at the top by a cross member 143. The cross member 143 has an essentially axial extension - Kung the loading bay 102 extending bridge crane 144 is arranged, which can be moved along a guide connected to the cross member 143 in the X direction and which in turn has a trolley track 145, which allows a movement of a load essentially in the Y direction by means of a trolley 146 . The trolley 146 also has a lifting mechanism 147 with which a load can be pulled up and down and thus shifted in the Z direction, an electrically driven winch being held ready for this purpose. The cargo is preferably suspended from a crossbar (not shown) , which enables simple and quick coupling to the lifting mechanism 147. It is also advantageously provided that means for securing the load, such as seat belts, prevent the load from oscillating in the loading shaft 141, and thus the load, if the threshold acceleration exceeds a threshold value Touch support bracket 142 and thus prevent damage to one of the two parts

As already explained, there is the possibility of accommodating a plurality of payloads in the loading shaft 140, it not being necessary for this to have a separate hoist 147 with its own winch for each payload. Rather, the load is expediently assumed after it has assumed a transport position within the loading shaft 140 has locked against it in such a way that large pendulum movements are excluded, whereby it is ensured that this transmits the dead weight of the payload to the charging bay system designed as a truss cell 141 and thus initially the total weight of the aircraft 100 is essentially loaded on the cargo bay 102

It goes without saying that the lifting mechanism 147 can not only be used when the aircraft 100 has landed, but rather also allows the payloads to be released from the so-called stationary levitation, that is to say in tied flight, of the aircraft 100, thereby giving the aircraft 100 versatility, which has not been achieved with high loads so far

As can be seen in FIG. 6, a rope bracing 132 is provided, which consists of tensioned ropes 133 which connect the framework cell 141 of the loading bay 102 to the upper end of the casing 130 of the aircraft 100 via a connecting element 134. This rope tensioning 132, which can also be chains or other suitable connecting means, is connected to the sheath 130 at - with appropriate - reinforcements provided in the sheath 130 in order to bring the weight of cells 141 and Payload and also to be arranged on the truss cell 141, slowly rotating propellers 101 and thrust engines 103. Under load, this results in a shape of the sheath 130 which deviates from the ideal cross-sectional shape as a circle and which, in a first approximation, is reminiscent of a heart shape 130 ' achieved by the introduction of the forces via the connecting element 134, which essentially does not require its own fastening within the supporting gas body 158, it is further ensured that the force is introduced into the casing 130 essentially uniformly even with an eccentricity of the load Tilting of the truss cell 141 relative to the main axes of the flying apparatus 100 is prevented so that the load can be extended and retracted even during flight operation, even when the load is eccentrically suspended in the loading shaft 140. It is thus possible in particular during the recording and When the payload has been set down, a geographical offset between the aircraft 100 and the set down position can be compensated for by shifting the load along the trolley track 145 or along the gantry crane 144. In this way, such corrections can be made which are necessary due to the changing wind conditions during the set down

In order to prevent the outer casing 130 from kinking in the area of the truss cell 141, in particular on the outer surface of the side support brackets 142, there is a joint in the inner carrying gas body 158, preferably with helium, at the abutment designated by 170 between the outer and inner casing 130 filled, the half-timbered cell 141 provided at a height surrounding the tubular bead 171, the tubular bead 171, as can be seen better in FIG. 8, clamped in place 172 and surrounded by the casing material 130 such that there is a fixation in the joint 170 At the joint 170, the inner shell and the outer shell 130, designated by reference numeral 136, converge at an angle of significantly less than 90 °, this angle tending to reduce to zero under the weight load of the truss cell, but here is undesirable

In contrast to a rigid airship, in which the skeleton of the rigid airship predetermines the opening angle at joint 170, a flexible hose bead, which is basically designed with a round cross section, is provided here, the prestressing in the direction of its round shape, the deviating Chend from the round cross-section, for example, a Tπzikloiden cross-section can be formed such that the outer shell 130 is biased in the opposite direction to a narrowing of the opening angle at the joint 170. The contact point 172, which is defined by a sleeve clamp designed for this purpose at the same time preferably the location of the cover 130 on the outer surface of the truss cell 141, so that essentially the shape of the carrier gas body 158 of the aircraft 100 is also determined at this point.For this purpose, a sleeve spar 178 is against a corresponding recess on which Truss cell fastened receptacle 179 pretensioned, the sleeve spar 178 and the receptacle 179 fixing the sleeve material of the inner sleeve 136 and the outer sleeve 130 and an extension of the tubular bead 171 in a clamped manner. In the present exemplary embodiment, the tubular bead 171 is a closed tube h bead formed so that the deformation occurs only in dependence on the weight that is loaded on the truss cell 141. Alternatively, however, it is possible to equip the tubular bead 171 with valve means (not shown) both to compensate for lost full gas and to control and regulate the pretension against the envelope 130 in such a way that refilling and thus also a change in pressure within the tubular bead 171 is guaranteed

The tensioning spar 178 runs around the entire, centrally arranged rigid cell 141 and is identical to the contact area of the sheath 130. Between the tensioning spar 178 and the circumferential tensioning device 178 there is the inner gas envelope 136 sealing the load shaft hm, the tubular bead 171 and the outer gas envelope 130 The clamping device uses special connecting elements to print the sleeve parts listed into the recess of the clamping spar and thus ensures a secure attachment. The clamping spar is a profiled support which has one recess in the middle or two for a redundant version. A major advantage of this solution lies in the good accessibility during installation. Installation from the outside is possible. Under the tensioning device and the connection elements, protection is provided Damage to the sleeve material provided (e.g. lightweight counter-profile) In order to enable redundancy of the sleeve attachment, additional tensioning devices can be attached by designing the tensioning spar accordingly. This solution ensures a non-positive and positive connection

With reference to FIG. 9, it can be seen that the tubular bead 171 is essentially circumferential, the greatest loads in the flanks that occur on the side support brackets 142 are supported, while the tubular bead in the bow region is supported on a bent horn designated 175 and on the rear side from The support structure, which is designed in the manner of a truss, and on which the engines 103 and the rear are arranged and in particular the propellers 101 are attached. It goes without saying that reinforcements of the cover 130 can be provided in the region between the tubular bead 171 and the cover 130. to prevent tearing at this point where a strong force is transmitted

In order to reduce the unfavorable stress distribution that results from the approximately rectangular cutout of the casing 130 due to the integration of the loading bay 102 in the ellipsoids, and to ensure improved dimensional stability at the attachment point, a circumferential tubular bead 171 filled with helium and under pressure is provided The reasons for the high tensions in the corner areas of the sleeve connection lie in the strong differences in the elasticity behavior (E-moduli) of the sleeve material in relation to the structural elements provided for the rigid cell and the locally limited, point or line-shaped application of force. The sleeve cutout interrupts the flow of lines of force, the structure being deformed outwards in the area of the hernial sleeve cover. In order to neutralize these effects, the tubular bead 171, which encloses the entire cell 141, should distribute the forces flatly onto the rigid substructure len in addition to the voltage belly at the sleeve attachment points also act as a support element and contribute to the dimensional stability in cross-section

Further details of the tubular bead 171 also result from the view according to FIG. 10, the additional clamping border in the bow and stern being shown particularly well here

Due to the keel shape chosen here, it is advantageously possible to transmit a very considerable weight load via the rigidly designed loading bay 102 to the flight apparatus 100 and in particular to its casing 130, which absorbs the buoyancy forces, as a result of which the components and in particular the load-bearing components the loading bay 102 is only subjected to elastic changes in the shape of its materials. In addition, it is possible, in a construction similar to that of a rigid airship, to rigidly attach the propeller 101 and possibly other parts, such as, for example, the nacelle 102a and the thrust engines 103 to the loading bay 102 in the present exemplary embodiment connect, whereby the considerable problem with impact airships, namely the type of arrangement of the drive means, finds an inexpensive solution

In FIGS. 9 and 10 it can be seen that the tubular bead 171 runs between the bow structure and a support structure and is guided in the rear area between the engine supports 176 and the stern. This ensures that part of the buoyancy forces transmitted via the casing 130 are elastically applied to the a trunk keel defined cell 141 is transmitted

It is also possible, as shown in FIG. 11, for example, to allow further loads to be applied to the rigid keel frame defined by the truss cell 141, wherein ballast tanks or compensating tanks 177 filled with water are preferably provided, which are then filled, for example If a load was put down in flight and the onward flight should take place without too much loss of weight, the baast tank 177 is advantageously provided near the suspensions of the ropes 133 and is preferably integrated in the upper cross member 143 in the present exemplary embodiment, as a result of which the transmission of the load is low Stress outside the points of application of the load, so that the corresponding components lent their resistance to moments and torsions, especially in the area of the lower end of the keel, to be smaller.

Overall, the aircraft according to the invention is characterized in particular by the fact that the essential functions such as drive, control, hull application and force application are arranged around the framework cell 141 defining the loading bay and thus do not require a keel.

FIG. 12 shows a side view of an aircraft 100 which is basically constructed in accordance with the aircraft 100 from FIG. 2 and in which the same reference numerals therefore designate the same parts. It can be seen here in particular that the ropes 133 start at a plurality of introduction points in the casing 130 and thus ensure the distributed introduction of the weight into the casing 130 of the carrier gas body 158. The attacking forces are shown with arrows. With A the feed forces of the main engines are designated, which are designed here as propellers 101. B designates the feed forces of the maneuvering engines, which are designed here as thrust vectors 103. The orientation of the arrow B also shows in which positions the thrust vectors 103 can be pivoted by positions limited by end stops. C denotes the aerodynamic drag forces that occur during flight. D denotes the chassis forces. E is the weight of the payload. F is the lifting force of the rope tension. Finally, F denotes the buoyancy of the casing connection comprising the tubular bead 171.

The shape of the buoyancy body is ensured by a helium filling which is subjected to an internal pressure corresponding to the size of the buoyancy body. The static buoyancy, the resistance, weight and inertia forces of the rigid supporting structure and the tail unit, as well as most of the aerodynamic loads on the buoyancy unit and the tail unit during flight, are absorbed by the casing 130, converted into tangential stresses and to a large extent via the corresponding ones Junction points in the centrally arranged rigid truss cell 141, which are predominantly located within the flexible Korpers 1 58 is introduced No rigid structures that stabilize the shape of the airship longitudinal axis, not even as a continuous keel

The intended slight extension of the supporting gas body 158 enables the mass forces to be attached to the places of greatest buoyancy. The absence of a scaffold structure results in mass savings which can be used to increase the payload. The force transmission of the casing takes place via the rope tensioning 132, which is preferably designed as a warp curve suspension , the Hullenspannholm 178 and the tubular bead 171

At the height of the apex of the Auftnebskorpers a majority of the load (central rigid cell 141 with payload) is absorbed via an inner warp curve suspension (so-called Cartenary Curtams) embedded in the shell. The cross-section of the suspension should take place in pairs and crossed The crossing points of the respective credits - Ropes are firmly fixed to one another.Thanks to this sleeve connection, an inexpensive imien-shaped to flat force transmission is possible.The paired use of the rope tensioning enables a more even load distribution.By crossing the bracing and preventing the crossing of the crossing ropes 133 by means of suitable connecting elements 134, the vibration tendency of the flying apparatus 100 can be reduced are considerably reduced in the transverse direction. Flight stability increases

The load-related Hullenemschnurung on the rope binding points 135 leads in the longitudinal direction to a professional manufacture of the carrier gas envelope, which also has an aerodynamically stabilizing effect (envelope contour 136 in FIG. 6). The length of the rope tensioning 132 can be adjusted by suitable elements, so that all of the supporting elements involved are corresponding their intended load-bearing capacity can be loaded. The seams, which are partly due to technology, in the radial and axial direction result in an additional improvement of the power transmission in a kind of grid structure 12 shows a circuit arrangement for controlling the aircraft according to the invention by actuating the rudder 151a to 155a, the method for controlling the aircraft being explained in more detail below. The control commands can be specified by a manually actuable steering wheel or joystick by the aircraft operator. It is understood that the control is equipped with a processor that prevents the aircraft from oversteering, i.e. that prevents unauthorized flight movements from being given up or optionally generates a corresponding display.It is possible to use a servo system to apply the forces on the rudder to the control unit, e.g. the joystick or the steering wheel, so that the helmsman is given a realistic picture of the situation. The controller 120 receives, as input-sized feedback messages about the fill level of the ballast water tanks and the balloon filling and about the ship's equipment (location, Course, height, and condition of the carrier gas) The accelerations in vertical, horizontal and transverse accelerations of the aircraft are registered as a further input variable. Angular accelerations around the respective longitudinal, transverse and vertical axes are registered as a further input variable. Outside temperature and temperature field of the lifting gas as well as the mechanical cable tensile forces detected during the determination All the input variables mentioned are converted by the control unit 120 to manipulated variables, the valves of a pump for supplying the ballast water, the ballonet ventilation and the position of thrust vectors are also controlled by the control unit 120 As a further manipulated variable, direct access to the tail unit 150 and the rudder surfaces 151a, 152a, 153a, 154a and 155a anchored there acts in the event of a lack and to support insufficient aerodynamic damping due to insufficient or insufficient flow around the control surfaces the control unit 120 also as a damping element, which takes the form of passive damping (aerodynamic damping, dampening by tethered winches) and active damping (anti-wheelmg through ballast distribution, differentiated balloon ventilation and differentiated use of the available thrust vectors, Generation of steaming rudder forces by active steamers in the control circuit of the flight attitude control) ensures that vibrations that occur are reduced to an acceptable level for the operation of the airship in extremely slow flight down to the range of the stationary suspension. For aircraft with low extension, the focus is on the area of the active ones Damping, since such an aircraft has only a small amount of self-damping. Control and balancing are of particular importance when a load is picked up or set down, especially when the aircraft 100 is fully loaded, i.e. a load of the order of approximately 44 t Payload plus a few tons of ballast water in the air, because depending on the eccentricity of the loads, the loads also act on short lever arms with high moments

The invention has been explained above on the basis of a preferred exemplary embodiment. However, it goes without saying that all components of a flying apparatus familiar to the person skilled in the art, that is to say propellers, thrust vector drive, etc., can also be operated by the control for actuating the flying apparatus. Individuals can do this for the operating personnel Feed units are given the authorization to switch on manually

Claims

PATENT CLAIMS

1. Lighter-than-air aircraft with a carrier gas body with at least two ballonets (159, 160) integrated in the carrier gas body (158) and at least one loading bay (102) that projects at least partially into the interior of the carrier gas body (158) and can be closed down ) for receiving a payload to be transported, and a tail unit (150) comprising a plurality of stabilizers (151) and rudder blades (151 a) articulated thereon, a rudder being articulated aft to a stabilizer of the tail unit (150) standing vertically upward, characterized in that the loading bay (102) is designed as a rigid cell (141) which bears the weight of the payload, in that the supporting gas body (158) has a length to diameter ratio between 2.0 and 3.0 and is designed as an impact airship whereby the weight forces acting on the cell (141) are canceled out by the supporting gas body (158), and that a further four lateral stabilizers (152-155) each have a rudder blade (152a - 155a) articulated in the aft and the lateral stabilizers (152 - 155) are inclined by the same spread angle to the horizontal.

2. Lighter-than-air aircraft according to claim 1, characterized in that the payload is up to 44 tons.

3. Lighter-than-air aircraft according to claim 1 or 2, characterized in that the supporting gas body has a ratio of length to diameter of 2.7.

4. Lighter-than-air aircraft according to one of claims 1 to 3, characterized in that the loading bay (102) comprises a hoist, the one Displacement of the payload outside the cell (141) through an opening accessible from below.

5. Lighter-than-air aircraft according to claim 4, characterized in that the opening is arranged in a horizontal plane, and that the closure is arranged in the plane displaceable for opening and closing and the closure is a retractable formed from articulated cover elements Cover includes.

6. Lighter-than-air aircraft according to one of claims 1 to 5, characterized in that the center of gravity (1 1 1) of the aircraft (100) in the vicinity of the loading bay (102) and the lift point (1 10) of the aircraft lies above the center of mass (1 1 1).

7. Lighter-than-air aircraft according to one of claims 1 to 6, characterized in that a balloons «in the front and in the rear region of the carrier gas body (158) and at a distance from the loading bay (102) is arranged.

8. Lighter-than-air aircraft according to one of claims 1 to 7, characterized in that for propelling the aircraft (102) propellers (101) are provided and the cell is connected to carriers (176) on which the propellers (101) burden.

9. Lighter-than-air aircraft according to one of claims 1 to 9, characterized in that thrust engines are provided for the control of the aircraft (100) in the central region, the thrust vector is variable by throttling the thrust and pivoting its thrust nozzle.

10 lighter-than-air aircraft according to one of claims 1 to 9, characterized in that the carrier gas body (158) is at least partially rotationally symmetrical

1 1 Lighter-than-air aircraft according to one of claims 1 to 9, characterized in that means for the introduction of force of the loading bay (102) into the envelope (130) of the carrier gas body (158) are provided

12 Lighter-than-air flying apparatus according to claim 1 1, characterized in that the means for the introduction of force comprise a cable bracing (132) which connects the cell with the sheath (130) of the carrier gas body (158) and the cable bracing (132) acts on at least two points of a cross member (143) of the cell (141) and on at least two cable inserts (135) in the sheath (130).

13. Lighter-than-air aircraft according to claim 1 1 or 12, characterized in that the means for the introduction of force comprise a cell bead (171) at least partially surrounding, held under pressure, the tubular bead (171), which cover (130) of the carrier gas body (158) prevents it from coming into contact with the cell (141)

14. Lighter-than-air flying apparatus according to one of claims 1 to 13, characterized in that at least one water tank (177) is integrated in the cell.

15 Lighter-than-air flying apparatus according to one of claims 1 to 14, characterized in that the cell (141) is designed as a truss structure and comprises a plurality of lateral support beams (142) connected via horizontal cross beams (143), whereby adjacent support beams ( 142) are connected to one another to form the cell structure in the manner of a framework.

16. Lighter-than-air aircraft according to one of claims 1 to 19, characterized in that the cell (141) comprises a landing gear on the bottom in the corners of the cell, on which the lighter-than-air aircraft can land.

17. Lighter-than-air flying apparatus according to one of claims 1 to 16, characterized in that the angle between the upper lateral stabilizers (152, 153) and the vertical stabilizer (151) is approximately twice as large as the spreading angle to the horizontal .

18. Lighter-than-air aircraft according to claim 17, characterized in that the spread angle is 30 °.

19. Lighter-than-air aircraft according to one of claims 1 to 18, characterized in that the stabilizers (151 - 155) have the same length.

20. Lighter-than-air flying apparatus according to one of claims 1 to 19, characterized in that the stabilizers (151 - 155) each have a spar (151 b - 155b), which with the spars of the other stabilizers inside the shell (106) of the carrier gas body and the casing (106) has a casing reinforcement (106a) in the area of the passage of the spars.

21. Lighter-than-air aircraft according to claim 20, characterized in that the interior of the casing (106) in the area of the passage of the spars (151b - 155b) by at least one bellows engaging on the inside of the casing (106) ( 161) is cushioned against stress.

22. Lighter-than-air aircraft according to one of claims 20 and 21, characterized in that the casing (106) in the area of the passage on the outside has a protective sleeve (162) which forms a gap (163) between the stabilizer (151-155) and casing (106) are clad.

23. Lighter-than-air aircraft according to one of claims 1 to 22, characterized in that the on the side stabilizers (152 -

155) arranged rudder blades (152a - 155a) are elevators which are synchronized in their movements at least in pairs.

24. Lighter-than-air aircraft according to one of claims 1 to 23, characterized in that a control (120) the actuation of the aft on the stabilizers (151 - 155) arranged rudder blades (151 a - 155a) based on steering commands one Control unit (120) releases accordingly.

25. Lighter-than-air aircraft according to claim 24, characterized in that the controller controls a pair of rudder blades (151 a - 155 a) arranged on the one hand on the carrier gas body in opposite or in the same direction in order to trigger a change in course of the aircraft (100).

26. Lighter-than-air aircraft according to claim 24 or 25, characterized in that the controller (120) controls at least one pair of rudder blades (152a - 155a) arranged on either side of the carrier gas body in order to trigger a change in height of the aircraft (100).

27. A method for controlling a lighter-than-air flying apparatus according to one of claims 1 to 26, characterized in that course changes either by operating the rudder and / or by operating a pair of opposite or opposite directions on the side stakes. bilisators (152 - 155) articulated rudder blades (152a - 155a) on the one hand the throttle body is triggered.

28. The method according to claim 27, characterized in that changes in height are triggered by actuating at least one pair of rudder blades (151 a - 155 a) articulated on the lateral stabilizers (152 - 155) on both sides of the carrier gas body and on the one hand the horizontal.

29. The method according to claim 27 or 28, characterized in that course changes are triggered by operating in opposite directions at least one pair of the rudder blades (151 a - 155 a) articulated on the lateral stabilizers (152 - 155) on both sides of the carrier gas body and on the one hand the horizontal.

30. The method according to any one of claims 27 to 29, characterized in that a pair of rudder blades (152a-155a) articulated on the lateral stabilizers (152-155) are actuated on both sides of the carrier gas body and on the one hand the horizontal for the course change, and the other Pair of rudder blades (152a-155a) articulated on the lateral stabilizers (152-155), on the other hand, the horizontal is actuated for the change in height.