WO2000073142A2 - Aeronef plus leger que l'air et procede de commande d'un tel aeronef - Google Patents

Aeronef plus leger que l'air et procede de commande d'un tel aeronef Download PDF

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Publication number
WO2000073142A2
WO2000073142A2 PCT/EP2000/004708 EP0004708W WO0073142A2 WO 2000073142 A2 WO2000073142 A2 WO 2000073142A2 EP 0004708 W EP0004708 W EP 0004708W WO 0073142 A2 WO0073142 A2 WO 0073142A2
Authority
WO
WIPO (PCT)
Prior art keywords
lighter
gas body
cell
air
stabilizers
Prior art date
Application number
PCT/EP2000/004708
Other languages
German (de)
English (en)
Other versions
WO2000073142A3 (fr
Inventor
Berthold Knauer
Original Assignee
Uti Holding + Management Ag
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
Priority claimed from DE1999124467 external-priority patent/DE19924467A1/de
Priority claimed from DE1999124464 external-priority patent/DE19924464A1/de
Priority claimed from DE1999124478 external-priority patent/DE19924478A1/de
Application filed by Uti Holding + Management Ag filed Critical Uti Holding + Management Ag
Priority to AU45679/00A priority Critical patent/AU4567900A/en
Publication of WO2000073142A2 publication Critical patent/WO2000073142A2/fr
Publication of WO2000073142A3 publication Critical patent/WO2000073142A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/10—Tail unit construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/02—Non-rigid airships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/08—Framework construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/20—Rigid airships; Semi-rigid airships provided with wings or stabilising surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/22—Arrangement of cabins or gondolas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/58—Arrangements or construction of gas-bags; Filling arrangements
    • B64B1/60—Gas-bags surrounded by separate containers of inert gas

Definitions

  • 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.
  • 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.
  • 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 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.
  • 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
  • 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.
  • Bhmp impact airship
  • 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.
  • 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
  • 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
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • the position of the rudders can be influenced by conventional cable pulls.
  • servomotors are provided for this purpose which enable fly-by-wire technology, for example by means of a servo motor and fork rod linkage.
  • 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
  • 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 aircraft according to the invention enables a particularly favorable ratio of commercial payload to total mass of approx 0.4
  • 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.
  • 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
  • the flying apparatus 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
  • 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.
  • 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.
  • 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.
  • 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 Emtechnischsstellen 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.
  • 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
  • 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 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
  • a tank for Baiastwasser is integrated into the cell.
  • 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
  • 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.
  • 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
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the stabilizer can be laid through the protective sleeve.
  • 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.
  • both pairs can also be actuated simultaneously and, if necessary, also with the same amount
  • 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
  • a first variant it is thus possible to provide all four elevators for controlling the height of the flying apparatus (so-called X configuration).
  • X configuration 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.
  • V- Configuration the horizontally arranged elevator
  • 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.
  • the elevator which is arranged on the one hand of the lifting gas body, for example via a common channel
  • FIG. 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
  • FIG. 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
  • FIG. 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
  • 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.)
  • 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)
  • 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 p ⁇ mar 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.
  • 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
  • the five stabilizers form the shape of a six-pointed star, the lower prong of which is missing.
  • 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.
  • the tail unit 150 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
  • 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 °.
  • the vertically downward side Arrange stabilizer which preferably has a rare rudder blade articulated in the aft.
  • 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
  • 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.
  • 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.
  • 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.
  • the protective sleeve 162 fulfills an important sealing function
  • 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.
  • 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
  • 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.
  • 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.
  • 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
  • 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
  • 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
  • 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.
  • 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.
  • 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 T ⁇ zikloiden 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.
  • 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.
  • 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.
  • valve means not shown
  • 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.
  • 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
  • a circumferential tubular bead 171 filled with helium and under pressure is provided.
  • E-moduli elasticity behavior
  • 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
  • tubular bead 171 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
  • 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
  • ballast tanks or compensating tanks 177 filled with water are preferably provided, which are then filled, for example
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • control unit 120 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
  • 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

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Abstract

L'invention concerne un aéronef plus léger que l'air comprenant un corps de gaz porteur (158) présentant au moins deux ballonnets (159, 160) intégrés audit corps de gaz porteur, et au moins une aire de chargement (102) rentrant au moins partiellement dans l'intérieur du corps de gaz porteur (158) et fermée vers le bas, destinée à recevoir au moins une charge utile à transporter, et un empennage (150) comportant plusieurs stabilisateurs (151) et des ailerons de gouvernail (151a) articulés à ceux-ci, un gouvernail de direction étant monté articulé à l'arrière, sur un stabilisateur de l'empennage (150) s'étendant verticalement vers le haut. L'aéronef est caractérisé en ce que l'aire de chargement (102) est réalisée sous forme d'une cellule rigide (141) recevant le poids de la charge utile, en ce que le corps de gaz porteur (158) présente un rapport longueur/diamètre compris entre 2,0 et 3,0 et est réalisé sous la forme d'un dirigeable, les forces agissant sur la cellule (141) étant équilibrées par le corps de gaz porteur (158), en ce que quatre autres stabilisateurs latéraux (152-155) présentent chacun un aileron de gouvernail (152a-155a) articulé à l'arrière, et en ce que les stabilisateurs latéraux (152-155) sont inclinés d'un même angle d'écartement par rapport à l'horizontale. L'invention concerne en outre un procédé de commande d'un tel aéronef.
PCT/EP2000/004708 1999-05-28 2000-05-24 Aeronef plus leger que l'air et procede de commande d'un tel aeronef WO2000073142A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU45679/00A AU4567900A (en) 1999-05-28 2000-05-24 Lighter-than-air airship and method for controlling said airship

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE1999124467 DE19924467A1 (de) 1999-05-28 1999-05-28 Leichter-als-Luft-Flugapparat
DE1999124464 DE19924464A1 (de) 1999-05-28 1999-05-28 Leichter-als-Luft-Flugapparat
DE19924467.7 1999-05-28
DE19924478.2 1999-05-28
DE1999124478 DE19924478A1 (de) 1999-05-28 1999-05-28 Flugapparat und Verfahren zum Steuern eines Flugapparats
DE19924464.2 1999-05-28

Publications (2)

Publication Number Publication Date
WO2000073142A2 true WO2000073142A2 (fr) 2000-12-07
WO2000073142A3 WO2000073142A3 (fr) 2002-09-26

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Cited By (10)

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FR2834966A1 (fr) * 2002-01-18 2003-07-25 New York Finance Et Innovation Aerostat et procede de transport de charges lourdes utilisant un tel aerostat
WO2010145664A1 (fr) * 2009-06-15 2010-12-23 Vestas Wind Systems A/S Concept volant sous forme de dirigeable pour aerogenerateur
US7866601B2 (en) 2006-10-20 2011-01-11 Lta Corporation Lenticular airship
US8297550B2 (en) 2007-08-09 2012-10-30 Lta Corporation Lenticular airship and associated controls
USD670638S1 (en) 2010-07-20 2012-11-13 Lta Corporation Airship
US8596571B2 (en) 2011-03-31 2013-12-03 Lta Corporation Airship including aerodynamic, floatation, and deployable structures
US8894002B2 (en) 2010-07-20 2014-11-25 Lta Corporation System and method for solar-powered airship
US20150359184A1 (en) * 2014-06-13 2015-12-17 Lta Corporation Airships for weather manipulation
RU2612071C2 (ru) * 2015-07-23 2017-03-02 Вильям Владимирович Ленин Воздухоплавательный аппарат
US9802690B2 (en) 2013-11-04 2017-10-31 Lta Corporation Cargo airship

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US2396494A (en) * 1941-07-16 1946-03-12 Wingfoot Corp Airship
GB2055728B (en) * 1979-08-10 1983-03-09 Boothroyd M W Airships
DE19625297A1 (de) * 1996-06-25 1998-01-08 Cargolifter Ag Verfahren zum gezielten Absetzen oder Aufnehmen von Gütern und Personen aus Luftfahrzeugen
DE29720711U1 (de) * 1997-11-21 1998-01-08 Liebherr-Werk Ehingen Gmbh, 89584 Ehingen Luftfahrzeug für den Gütertransport

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DE4218239A1 (de) 1992-06-03 1993-12-09 Novatech Gmbh Luftschiff für den Güter- und Personentransport

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2834966A1 (fr) * 2002-01-18 2003-07-25 New York Finance Et Innovation Aerostat et procede de transport de charges lourdes utilisant un tel aerostat
US8109462B2 (en) 2006-10-20 2012-02-07 Lta Corporation Lenticular airship
US8418952B2 (en) 2006-10-20 2013-04-16 Lta Corporation Lenticular airship
US7866601B2 (en) 2006-10-20 2011-01-11 Lta Corporation Lenticular airship
US8616503B2 (en) 2007-08-09 2013-12-31 Lta Corporation Lenticular airship and associated controls
US8297550B2 (en) 2007-08-09 2012-10-30 Lta Corporation Lenticular airship and associated controls
US9840318B2 (en) 2007-08-09 2017-12-12 Pierre Balaskovic Lenticular airship and associated controls
US9828082B2 (en) 2007-10-18 2017-11-28 Lta Corporation Airship having a cargo compartment
WO2010145664A1 (fr) * 2009-06-15 2010-12-23 Vestas Wind Systems A/S Concept volant sous forme de dirigeable pour aerogenerateur
EP2269908A1 (fr) * 2009-06-30 2011-01-05 Vestas Wind Systems A/S Concept de transport d'éoliennes par un dirigeable
USD670638S1 (en) 2010-07-20 2012-11-13 Lta Corporation Airship
US8894002B2 (en) 2010-07-20 2014-11-25 Lta Corporation System and method for solar-powered airship
US8899514B2 (en) 2010-07-20 2014-12-02 Lta Corporation System and method for varying airship aerostatic buoyancy
US8596571B2 (en) 2011-03-31 2013-12-03 Lta Corporation Airship including aerodynamic, floatation, and deployable structures
US9745042B2 (en) 2011-03-31 2017-08-29 Lta Corporation Airship including aerodynamic, floatation, and deployable structures
US9802690B2 (en) 2013-11-04 2017-10-31 Lta Corporation Cargo airship
US20150359184A1 (en) * 2014-06-13 2015-12-17 Lta Corporation Airships for weather manipulation
RU2612071C2 (ru) * 2015-07-23 2017-03-02 Вильям Владимирович Ленин Воздухоплавательный аппарат

Also Published As

Publication number Publication date
WO2000073142A3 (fr) 2002-09-26
AU4567900A (en) 2000-12-18

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