• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    System (1) comprising at least two unmanned aerial vehicles (10), each aircraft (10) having a drive unit, a flight control unit (13) for controlling the trajectory of the aircraft (10) by means of the drive unit and a rechargeable energy cell (15). Each aircraft (10) has an electrical first interface (7) and that the system (1) at least one transport device (2) with at least one by limiting elements (3), in particular corner elements, defined chamber (4) for receiving the in operating position Substantially vertically stacked aircraft (10) and an electrical control and supply system (5) for charging the power cells (15) and / or for communicating with the flight control units (13) via the first interfaces (7).
    公开号:AT519936A1
    申请号:T8011/2018
    申请日:2017-04-28
    公开日:2018-11-15
    发明作者:
    申请人:Ars Electronica Linz Gmbh & Co Kg；
    IPC主号:
    专利说明:

    System and transport device for unmanned aerial vehicles
    The invention relates to a system comprising at least two unmanned aircraft, each aircraft having a drive unit, a flight control unit for controlling the flight path of the aircraft by means of the drive unit, and a rechargeable energy cell.
    When presenting art or information in the entertainment industry, at public and private events or in general, it is often desirable to provide an image in the airspace. The development of recent years in the technical field of unmanned aerial vehicles, commonly referred to as "Unmanned Aerial Vehicle (UAV)" in English, especially in the area of "drones" or "multicopters", has led to the fact that such aircraft are increasingly used for Such images are provided in airspace.
    For example, at the public music event “Klangwolke” on September 1, 2012 in Linz, Austria, 49 “Quadcopters” were combined to form a dynamic swarm group to display dynamic images and visualizations in airspace. Each quadcopter had a light diffusion screen and an LED illuminant within this screen. Each quadcopter thus formed a "pixel" of the image in airspace, a so-called "SP AXEL".
    In the future, far larger swarm groups or systems with more than one hundred such aircraft will be used to provide an image in the airspace. So that this can be carried out both technically and economically, there are still unsolved problems and challenges to be solved, particularly with regard to logistics and the control of large swarm groups. The applicant is not aware of any solutions in this regard, particularly with regard to logistics and reliability in a large number of unmanned aerial vehicles.
    The invention has for its object to provide a system which enables improved logistics and possibly increased reliability of a large number of aircraft.
    According to the invention, this task is solved in that each aircraft has an electrical first interface and that the system has at least one / 26
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    Transport device having at least one chamber defined by boundary elements, in particular corner elements, for receiving the aircraft, which are essentially vertically stacked in the operating position, and an electrical control and supply system for charging the energy cells and / or for communicating with the flight control units via the first interfaces.
    The system according to the invention, in particular the transport device according to the invention, advantageously enables a transport of the aircraft that is as space-saving and consequently as simple as possible. The energy cells of the aircraft can be loaded in the transport device during transport and / or storage, and the control and supply system can address the aircraft, for example in order to query their technical readiness, in particular the functionality before starting, or other technical parameters. The probability of failure of an aircraft is thus advantageously reduced and the reliability of the system is increased as a result.
    In an advantageous embodiment, the control and supply system of the transport device is designed for contactless communication, preferably by means of electromagnetic induction, with the first interfaces of the aircraft. For example, the charging of the energy cells and the communication with the aircraft can advantageously take place in a contactless manner, preferably simultaneously using the same technology.
    Each aircraft advantageously has a modular swarm control unit, the swarm control unit having the first interface and an electrical second interface and being designed via the second interface to control the flight control unit and / or to charge the energy cell, the control and supply system of the transport device being contactless Communication with the first interfaces of the modular swarm control units is formed. The modular swarm control unit can advantageously be integrated / attached in / on an unmanned aircraft of commercial design, in particular a commercial drone. The communication then takes place essentially via the swarm control unit, and it is thus possible, among other things, to provide inexpensive, commercially available aircraft. Hardware and software of the modular swarm control unit can be manufactured, developed and / or continuously improved independently of the aircraft. In this way, time and system costs can be reduced. The swarm control unit can optionally control all other functions for / 26
    21458-AT the swarm flight is necessary and advantageous. In this way, the technology to enable swarm flight can also be improved.
    In an alternative advantageous embodiment, the control and supply system of the transport device is designed for contact-based communication, in particular by means of sliding contacts between at least one of the delimiting elements of the chamber and the first interfaces of the aircraft, with the first interfaces of the aircraft. This enables interference-free and radiation-free communication. While the aircraft is in the chamber, the contact between the aircraft and the transport device is automatically and continuously established according to the example of the sliding contact. In this embodiment, too, it is advantageous, according to the statements made above, if each aircraft has a swarm control unit, the swarm control unit having the first and the second interface and being designed via the second interface to control the flight control unit and / or to charge the energy cell electrically, wherein the control and supply system of the transport device is designed for contact-based communication with the first interfaces of the modular swarm control units.
    In connection with the swarm control unit, each swarm control unit is advantageously designed as a core module, the aircraft being designed to be mechanically stackable by means of the core modules along a stack axis which is essentially vertical in the operating position, and each core module being the flight control unit, the energy cell, the first interface an underside of the core module, and an electrical third interface, which is located on an upper side of the core module opposite the underside along the stacking axis and is designed for electrical connection to the first interface of an aircraft stacked above it, wherein in the stacked and connected state the Aircraft the control and supply system is designed via the first and third interfaces for charging the energy cells and / or for communication with the core modules. As a result, the aircraft can be stacked very simply and compactly, in particular without further (auxiliary) means, the contact between the aircraft, or between the aircraft and the control and supply system, possibly being made automatically and continuously while the aircraft is moving are in a stacked state.
    The control and supply system of the transport device is expediently integrated into a base unit of the transport device, the chamber in the operating position / 26
    21458-AT arranged above the floor unit and the control and supply system is designed to be connectable to the first interface of the lowest stacked aircraft. On the one hand, this optimizes the transport device in terms of compactness and / or in a broader sense in terms of the form factor. On the other hand, in the event that the swarm control units are designed as core modules, the aircraft can be stacked very easily and quickly, the contact being established automatically as soon as the aircraft is stacked on the floor unit or on an aircraft that has already been stacked and held in the chamber becomes.
    The transport device is also advantageously designed for starting and landing the aircraft, the chamber being open on an upper side of the transport device in the operating position and the control and supply system of the transport device for transmitting and / or changing start and / or landing sequence information and / or from position information to all / all flight control units of the aircraft connected to the control and supply system. As a result, the aircraft can advantageously take off directly from the transport device and, if appropriate, also land back into / on this, the aircraft being able to be controlled directly from the transport device to a desired position in the airspace at a desired point in time using start sequence information, position information and landing sequence information vice versa.
    The transport device expediently has a, preferably essentially vertically, movable lifting means, which lifting means is designed to at least partially lift the uppermost aircraft stacked in the chamber for the take-off process over the boundary elements of the chamber, the control and supply system for controlling the Lifting means is formed. This makes starting an aircraft easier and reduces the associated risk of accidents.
    The lifting means expediently has a tilting mechanism or a wiping means, the tilting mechanism or the wiping means being designed to remove an inoperative aircraft from the underlying aircraft or from the lifting means, the control and supply system for controlling the tilting mechanism or the wiping means and for changing the Takeoff and / or landing sequence information and / or the position information is formed on all / all of the aircraft connected to the control and supply system. If the control and supply system determines that an aircraft to be started is inoperable, it can be automatically removed from the lifting means and the next operational aircraft steps on it / 26
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    Position, where appropriate the control and supply system changes the start and / or landing sequence information and / or the position information accordingly.
    The transport device or the lifting means expediently has a take-off mechanism, in particular a catapult take-off mechanism, the take-off mechanism being designed to mechanically transport, in particular to catapult, an aircraft to be launched into a take-off position in the air space above the transport device, the control and supply system being used for this purpose Control of the starting mechanism is formed. If, for example, there is no additional lifting means, each aircraft to be launched can advantageously be brought directly from the chamber into the air space, in particular catapulted, and subsequently control its position in the air space. If an additional lifting device is available, the aircraft to be launched can be brought into the air space by the lifting device, in particular catapulted. This makes starting an aircraft easier and reduces the associated risk of accidents.
    In a further embodiment, the system has at least two, preferably a plurality of, transport devices and a system swarm control unit for controlling a plurality of unmanned aircraft in a swarm, the system swarm control unit for communicating with the control and supply system of the individual transport devices and / or for communicating with the individual aircraft is designed via their swarm control units or via communication means of the aircraft. This advantageously enables a large number of aircraft, in particular several hundred aircraft, to be started by means of the system swarm control unit, possibly directly from the respective transport device, and / or landed and / or landed, possibly directly into / on the respective transport device.
    In the case of a transport device according to the invention, the height of the chamber, in particular in sections by vertical stacking of uniform delimitation elements with fixed dimensions, is advantageously designed to be adaptable to the number of aircraft taken up. This improves the flexibility and / or the modularity of the system according to the invention.
    The transport device advantageously has landing means for easier landing of the aircraft to be accommodated in the chamber. This makes landing an aircraft easier and reduces the associated risk of accidents.
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    The transport device expediently has, on its upper side, preferably controllable fixing means for fixing the aircraft accommodated in the chamber. This improves the transport of the aircraft and reduces the risk of damage during transport. The control and supply system is optionally designed for controlling, in particular for releasing, the fixing means.
    The aircraft are expediently formed by commercially available aircraft manufactured for single flight, in particular by multicopters. As a result, the system can be purchased inexpensively, expanded if necessary and adapted particularly easily for swarm flight. Each transport device according to the invention, in particular the shape and size of the chamber, is adapted or adaptable to the aircraft.
    Furthermore, the system, in particular if it has a plurality of transport devices and aircraft, can expediently have a floor platform for carrying the transport devices, a fixed position reference being formed between the control and supply system of the transport devices on the floor platform and the system swarm control unit. This advantageously enables the logistics and controllability of a large number, for example several hundred, of aircraft and the risk of errors, in particular with regard to the takeoff, landing sequence and position information, is reduced.
    The system according to the invention and the transport device according to the invention are explained in more detail in a non-restrictive manner on the basis of exemplary embodiments shown in the drawings.
    FIG. 1 shows a perspective view from above of a system according to a first embodiment of the invention, the system having a large number of transport devices and unmanned aerial vehicles.
    FIG. 2 shows a perspective view from above of a stackable unmanned aerial vehicle with a core module according to FIG. 1.
    FIG. 3 shows a perspective view of two stacked aircraft according to FIG. 1 accommodated in a transport device.
    FIG. 4 shows a perspective view from below of the core module of an unmanned aircraft according to FIG. 1.
    Figure 5 shows an unmanned aircraft according to another embodiment.
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    In the following description, the term “air space” refers to any possible space above an artificial or natural floor inside or outside an artificial or natural space or building.
    The term “swarm intelligence” in the following description refers to specific advantages of swarm flight, in particular the collective movement of several individuals in the swarm based on the movement of a few and / or the constant adaptation of the distances of the individual individuals depending on the closest neighboring individuals, in the present invention, the individuals are designed as unmanned aerial vehicles. In this context, “swarm flight” means the system's ability to automatically move these aircraft through a common air space with as little technical effort as possible and without collisions.
    In the following description, the term “in the operating position” refers to the orientation in three-dimensional space provided for the operation of the respective device or object in accordance with the invention. This means, for example, that an “essentially vertically” oriented object, which in its operating position is on firm ground, is essentially aligned with the plumb line. In this regard, “essentially” expresses a customary tolerance to be tolerated within a corresponding tolerance interval. In the example of “essentially vertical”, an alignment according to the perpendicular with a tolerable deviation of preferably less than twenty angular degrees, particularly preferably less than ten angular degrees, compared to the vertical, is to be regarded as following.
    In the following description, the same reference numerals are used for identical or essentially identical designs and only features that are unique in their technical function or effect in the sense of this exemplary description are provided with their own reference numerals.
    FIG. 1 schematically shows a system 1 according to a first embodiment of the invention, having a plurality, more specifically, twenty-six (26), on transport devices 2 and a plurality, more precisely, one hundred and ninety (190), on unmanned aerial vehicles 10. Consequently transported, respectively stores, each transport device 2 seven aircraft 10, wherein exactly one transport device 2 transports fourteen aircraft 10. This transport device 2 was therefore in / 26
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    Operating position expanded in terms of its height in order to transport or store a larger number of aircraft 10. The system 1 according to the invention can be used for any number of unmanned aircraft 10 and / or transport devices 2.
    Each transport device 2 has a chamber 4, defined by delimiting elements 3, which are designed as corner elements in the present first embodiment of the system 1, for receiving the aircraft 10, which are essentially vertically stacked in the operating position. Furthermore, each transport device 2 has an electrical control and supply system 5, which is integrated in a base unit 6 of the transport devices 2. In the operating position, the chamber 4 is arranged above the base unit 6.
    The height of the chamber 4 can optionally be adapted to the number of aircraft 10 accommodated by vertically stacking the limiting elements 3. The height of the chamber 4 can, for example, be adjustable in sections by defined dimensions of the delimiting elements 3. This is shown in FIG. 1 in the rightmost transport device 2, which is otherwise completely identical to the other transport devices 2, since all essential technical and functional features are located in the base unit 6.
    Alternatively, the control and supply system 5 can, for example, be attached to the transport device 2 or integrated into the limiting elements 3. The control and supply system 5 could also be integrated in a cover unit or formed independently of the transport device 2 as an independent unit.
    FIG. 2 shows an example of an unmanned aircraft 10 for use in the system 1 in a schematic embodiment. The aircraft 10 is designed as a drone manufactured for single flight, more precisely referred to as a so-called “quadcopter”. In this regard, a drive unit of the aircraft 10 is formed from four rotor units 11 which are driven by four electric motors 12. The drive unit enables the aircraft 10 to fly in the airspace.
    A "quadcopter" is a variant of a "multicopter". The aircraft 10 can alternatively be designed as another variant of a multicopter, for example as a commercially available “octocopter” with eight rotor units, etc., essentially any number of rotor units being possible. The unmanned aerial vehicle 10 can also be a / 26
    21458-AT any one, as an aircraft that can be stabilized in its position in the air space (for example zeppelin, balloon and much more).
    The aircraft 10 also has an electrical first interface 7 and a flight control unit 13, which is designed to control the flight path of the aircraft 10 by means of the drive unit. The flight control unit 13 is designed to control positions of the aircraft 10 in the air space characterized by position information, in order to control the flight path of the aircraft 10. The position information is stored in a memory unit 14 of the flight control unit 13 or in a separate memory unit 14. With the flight control unit 13 it is thus possible to control the aircraft 10 at a specific flight speed to a specific position in the air space or along a specific flight path in the air space.
    Alternatively, the flight control unit 13 receives the control information exclusively or additionally from a radio remote control (not shown). The radio remote control can be a commercially available radio remote control that was sold together with the aircraft 10. Alternatively, a commercially available computer, a laptop computer, a tablet computer, a smartphone, etc. can also be used.
    The position information is, for example, "Global Positioning System (GPS)" - based, three-dimensional coordinates in airspace, for example data in GPS Exchange Format (GPX). The data in GPX format can contain geodata, i.e. the geographic coordinates latitude, longitude and elevation. In this regard, the aircraft 10 may also have a GPS receiver. Alternatively, the data can also be based on the Galileo, GLONASS, Beidou / Compass or any further satellite navigation and / or timing system or on a local or building-based navigation system for determining the position of the aircraft 10 inside and outside of buildings (for example position determination by transmission signals, Optical positioning systems etc.). The trajectory of the aircraft 10 corresponds to a chronological sequence of positions, which can also be data in GPX format. The extent of the time sequence determines the airspeed of the aircraft 10.
    The aircraft 10 also has a rechargeable energy cell 15. The first interface 7 can be connected to the electrical control and supply system 5, the electrical control and supply system 5 for charging the energy cell 15 and / or / 26
    21458-AT is designed to communicate with the flight control unit 13 via the first interface 7.
    The control and supply system 5 of one or each transport device 2 can be designed for contact-based communication with the first interfaces 7 of the aircraft 10. In the system 1 according to the first embodiment of the invention, which is shown in FIG. 1, each aircraft 10 according to FIG. 2 has a modular swarm control unit 16 in a first embodiment. This swarm control unit 16 is designed as a core module for contact-based communication, the aircraft 10 being designed to be mechanically stackable by means of the core modules along a stack axis 17 which is essentially vertical in the operating position.
    Each core module has the flight control unit 13, the energy cell 15, optionally the storage unit 14, the first interface 7, which is located on an underside of the core module, and an electrical third interface 8. The third interface 8 is located on an upper side of the core module opposite the underside along the stacking axis 17 and is designed for electrical connection to the first interface 7 of an aircraft 10 stacked above it. An electrical second interface 20, via which the swarm control unit 16 is designed for contactless control of the flight control unit 13 and / or for charging the energy cell 15, is only optionally required in this case, since the connections required for this can also be formed internally in the core module. The second interface 20 is particularly useful if commercially available aircraft 10 are used which already have an interface to the flight control unit 13. The swarm control unit 16 can then be coupled directly to an interface to the flight control unit 13 according to a standard of the following protocols: Micro Air Vehicle Communication Portocol; CAN bus protocol.
    In the stacked and connected state of the aircraft 10, the control and supply system 5 is designed via the first interfaces 7 and the third interfaces 8 for charging the energy cells 15 and / or for communication with the core modules. Such a situation is shown schematically in FIG. 3, wherein two aircraft 10 are stacked on the base unit 6 of a transport device 2 in its chamber 4 and are connected to the control and supply system 5 of the transport device 2 by means of the first interfaces 7 and the third interfaces 8. The control and supply system 5 is thus connected to the first interface 7 of the lowest stacked aircraft 10 in the operating position and each aircraft 10 stacked above it is connected to the third interface 8 of the underlying / 26 through its first interface 7
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    Aircraft 10 connected. The transport device 2, in particular the base unit 6, can have an additional energy source 25, for example an energy cell of high capacity.
    In the present example of the core modules, one of which is shown in more detail in FIG. 4, this contact-based communication via the first interfaces 7 and the third interfaces 8 can be implemented as a continuous system bus 24 which, when the aircraft 10 are mechanically stacked, automatically, for example via flexible spring contact pins, will be produced. Optionally, a force-transmitting connection can also be established, for example via a bayonet lock, via a mechanical lock, or via magnetic force. This connection can be opened or closed automatically by means of the control and supply system 5.
    Alternatively, the contact-based communication could be formed, for example, by means of sliding contacts between at least one of the delimiting elements 3 of the chamber 4 and the first interfaces 7 of the aircraft 10, which first interfaces 7 would then be located on a frame 18 of the aircraft 10, for example. The delimiting elements 3, that is to say the corner elements, of the transport device 2 are indicated in FIG. 3 by means of dashed lines.
    Alternatively, the control and supply system 5 is designed for contactless communication with the first interfaces 7 of the aircraft 10. In this regard, a swarm control unit, in particular a modular swarm control unit 19, can be designed in a second embodiment for contactless communication. The swarm control unit 19 has the first interface 7 and the second interface 20. Via the second interface 20, the swarm control unit 19 is designed for contactless control of the flight control unit 13 and / or for charging the energy cell 15. Such a swarm control unit 19 is shown in FIG. 5 and is housed in a housing protected from the weather. The modular swarm control unit 19 according to the invention can be coupled to a commercially available aircraft 10 manufactured for single flight, in the present example to a commercially available octocopter. For this purpose, the modular swarm control unit 19 can be attached to the aircraft 10 along the arrow shown in FIG. 5 and, if appropriate, can also be removed from it again. This can be carried out by means of any type of detachable or non-detachable fastening, for example by means of a plug-in, adhesive or screw connection. Alternatively, the swarm control unit 19 can be introduced into a one-piece housing of the aircraft 10, for example accessible via a cover.
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    The radio receiver of the flight control unit 13 can be used as a radio receiver for the control information sent by transmission means of the swarm control unit 19.
    Alternatively, the swarm control unit 19 can be connected to the aircraft 10 in a contact-based or cable-based manner. For this purpose, for example, the radio receiver of a commercially available aircraft 10 is unplugged and, if necessary, removed and, instead of the radio receiver, the swarm control unit 19 is plugged into the plug connection. The swarm control unit 19 now has signal generation means for generating control information, as a result of which the swarm control unit 19 controls the flight control unit 13 of the aircraft 10 via the second interface 20. The second interface 20 can be implemented according to a standard of the following protocols: Micro Air Vehicle Communication Portocol; CANBus Protocol. This is particularly useful if the commercially available aircraft 10 already have such an interface to the flight control unit 13. Alternatively, the first interface 7 can also be designed as a contact-based interface essentially in accordance with the statements made above, the control and supply system 5 being designed for contact-based charging and / or for contact-based communication with the first interfaces 7 of the modular swarm control units 19.
    If the aircraft 10 have a swarm control unit 16 or 19, the trajectories of these aircraft 10 are flown using the corresponding control information that the flight control units 13 receive from the swarm control units 16 or 19. The control information comes directly from the swarm control units 16 or 19 and is either transmitted via a protocol or the control information of a radio remote control manually controlled by a user is simulated. For example, an aircraft 10 moved to the "right" by the radio remote control is moved to the right by the swarm control unit 16 or 19 until the swarm control unit 16 or 19 detects that the target position has been reached and swarm control unit 16 or 19 switches to "hold position" , wherein the flight control unit 13 controls the drive unit in accordance with the specifications of the swarm control unit 16 or 19.
    Optionally, the aircraft 10 can also communicate with one another by means of the swarm control units 16 or 19. In this way, for example with the aid of distance sensors which are attached to the swarm control units 16 or 19, the / 26
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    Aircraft 10 are moved based on the swarm intelligence described above. The transport devices 2 can also have additional communication means 26 for communicating with the swarm control units 16 or 19 and / or with the transport devices 2 with one another.
    The aircraft 10 of the system 1 can be moved in a swarm group using the swarm control units 16 or 19 according to the above description.
    According to the statements made so far, in the system 1 according to the invention the communication between the first interfaces 7 of the aircraft 10 and the control and supply system 5 of the transport devices 2 is “rudimentary”. This is limited primarily to the control and supply system 5 addressing the aircraft 10, or the swarm control unit 16 or 19, in order to query their technical readiness, for example the functionality, or other technical parameters, for example the state of charge of the energy cell 15.
    According to the first embodiment, which is shown in FIG. 1, the system 1 according to the invention can additionally provide a completely automated take-off, possibly a subsequent positioning in the air space, for example on the basis of position information of an image to be displayed, and possibly a subsequent landing of the aircraft 10. For this purpose, the transport devices 2 according to the invention are designed to take off and land the aircraft 10, the chamber 4 being open in the operating position on an upper side of the transport device 2. The control and supply system 5 is each for transmitting and / or changing takeoff and / or landing order information and / or position information to all / all flight control units 13, or to all / all swarm control units 16 or 19, which is connected to the control and Aircraft 10 connected to supply system 5.
    In the event that the aircraft 10 do not have a swarm control unit 16 or 19, the control and supply system 5 transmits the take-off and / or landing sequence information and / or the position information to the flight control units 13 or the storage units 14 of the aircraft 10. that the aircraft 10 have a swarm control unit 16 or 19, the control and supply system 5 transmits the takeoff and / or landing order information and / or the position information to / 26
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    Swarm control units 16 or 19. The aircraft 10 takes off, flies and then lands completely automatically on the basis of this information. By ranking the individual aircraft 10 on the basis of the takeoff and / or landing sequence information, the positions and / or trajectories of the individual aircraft 10 in the swarm group and / or in the image in the airspace can be optimized with respect to distance and speed.
    This means, for example, that an aircraft 10 which has to fly to a position in the airspace which is further away from a take-off area than the positions of another aircraft 10 which is stored in the same or a different transport device 2, a preferred take-off position in the take-off order and if necessary, an advanced landing position is assigned in the landing order so that all aircraft 10 reach their position in the air space as equally as possible. In the event that both aircraft 10 are in the same transport device 2, this means, for example, that in the operating position the aircraft 10 stacked at the top is assigned the position information for the most distant position in the airspace, and the aircraft 10 subsequently stacked above is assigned the second most distant position Position, etc. In the event that both aircraft 10 are in different transport devices 2, this means that the aircraft 10 with the position information for the most distant position first receives the start clearance, the aircraft 10 with the position information for the second most distant position Position receives the subsequent start release, etc. In the second case, the control and supply systems 5 of the different transport devices 2 must communicate with each other.
    The system 1 according to the first embodiment, which is shown in FIG. 1, furthermore has a system swarm control unit 9, the system swarm control unit 9 for communicating with the control and supply systems 5, possibly via the communication means 26, the individual transport devices 2 and / or Communicate with the individual aircraft 10 via their swarm control units 15 or 19 or via communication means (not shown) of the aircraft 10. The system swarm control unit 9 is a commercially available laptop computer, but can alternatively also be a commercially available computer, a tablet computer, a smartphone, etc.
    The system 1 also has a floor platform 23 for carrying the transport devices 2. Between the control and supply systems 5 of the transport devices 2 on / 26
    21458-AT of the floor platform 23 with one another and between the control and supply systems 5 and the system swarm control unit 9 are thus designed as fixed position references, as a result of which the reliability of the system 1 can be further improved.
    The system swarm control unit 9 can optionally replace the control and supply systems 5 of all transport devices 2.
    The take-off, and / or the departure of the flight path and / or the landing of all aircraft 10 is then carried out in accordance with the above description, all information relating to the control and supply systems 5 of the transport devices 2 and / or the flight control units 13 and / or the Swarm control unit 16 or 19 come from the system swarm control unit 9. In this way, for example, a large number of commercially available aircraft 10 can be started fully automatically directly from transport devices 2 according to the invention by only one person, possibly moved in a swarm group and possibly landed again in / on the transport devices 2, the starting sequence, and / or the individual Trajectories and / or the landing sequence of the aircraft 10 are optimized in relation to the swarm flight and / or an image in the airspace.
    Each transport device 2 can optionally have a lifting means 22, preferably movable essentially vertically in the operating position, for lifting the aircraft 10 accommodated in the chamber 4 of the transport device 2. In one possible embodiment, the lifting means 22 is integrated in the floor unit 6 and is controlled by the control and supply system 5 and / or the system swarm control unit 9. The lifting means 22 forms the floor of the floor unit 6, from which the stacked aircraft 10 are held, and this floor can be moved essentially vertically upwards or downwards by means of a drive 27, such as an elevator platform. The movable floor raises or lowers the entire stack of picked-up aircraft 10 accordingly, the uppermost aircraft 10 stacked in the chamber 4 being able to be at least partially raised above the delimiting elements 3 of the chamber 4. This makes it easier, for example, to remove the aircraft 10. Likewise, a possible start directly from the transport device 2 can thereby be facilitated. The drive 27 for lifting and lowering the lifting means 22 can be implemented, for example, via a chain drive, via a rotating rod with a screw thread, or via a pneumatic or hydraulic cylinder.
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    In a possible alternative embodiment, the lifting means 22 is integrated in the limiting elements 3 and is designed to use the control and supply system 5 and / or the system swarm control unit 9 and a drive to drive the entire stack of picked-up aircraft 10 or each of the aircraft 10 individually, for example via an intervention on the housing of the aircraft 10 to lower or lower. The drive for lifting and lowering the lifting means 22 can be implemented, for example, via a chain drive, via pneumatic or hydraulic elements.
    Each lifting means 22 can optionally have a tilting mechanism (not shown) for removing an aircraft 10, wherein the control and supply system 5 and / or the system swarm control unit 9 can be designed to control this tilting mechanism. In the above example of the movable floor, it can simply be tilted. This makes it easier, for example, to remove the aircraft 10. Likewise, an aircraft 10, in particular an inoperable aircraft 10, can thereby be automatically removed from the lifting means 22 or from the stack of the aircraft 10 taken up, ie removed from the system 1. Alternatively, instead of the tilting mechanism, a wiping means can be designed to “wipe away” an aircraft 10. The control and supply system 5 or the system swarm control unit 9 may change the start and / or landing sequence information and / or the position information of all aircraft 10 connected to the control and supply system 5, if necessary.
    Each lifting means 22 can optionally have a mechanical starting mechanism (not shown), in particular a catapult starting mechanism, the control and supply system 5 and / or the system swarm control unit 9 being designed to control the starting mechanism. In this way, any start directly from the transport device 2 can be further facilitated.
    Each lifting means 22 can optionally have landing means (not shown) for easier landing of the aircraft 10 to be accommodated in the chamber 4. These landing means can be designed, for example, as a kind of “air bag” around the upper opening of the chamber 4. Each aircraft 10 to be landed is then caught by the landing means and directed back into the chamber 4 or onto the lifting means 22. As a result, safe landing and stacking of the aircraft 10 in the chambers 4 can be ensured even in difficult weather conditions with wind.
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    Each lifting means 22 can optionally have, in the operating position on its upper side, preferably controllable fixing means (not shown) for fixing the aircraft 10 accommodated in the chamber 4. As a result, the aircraft 10 can be secured, in particular during transport. The fixing means can also be designed to be electrically activatable by means of the control and supply system 5 and / or the system swarm control unit 9.
    It can be mentioned that a system according to the invention can be used as a rescue system and / or transport system, for example in the event of a disaster, or as an information system at sporting events such as a bicycle race or a marathon. The advantageous logistics of the system mean that a large number of aircraft can be made available quickly in a space-saving and consequently inexpensive manner in a target or disaster area.
    The term unmanned aerial vehicle is to be interpreted very broadly in the context of this invention and could also include, for example, hot air balloons, zeppelins, model aircraft or model helicopters.
    权利要求:
    Claims (19)
    [1]
    Expectations:
    1. System (1) comprising at least two unmanned aerial vehicles (10), each aircraft (10) having a drive unit, a flight control unit (13) for controlling the flight path of the aircraft (10) by means of the drive unit and a rechargeable energy cell (15), characterized in that each aircraft (10) has an electrical first interface (7) and that the system (1) has at least one transport device (2) with at least one chamber (4) for receiving, which is defined by boundary elements (3), in particular corner elements which in the operating position is essentially vertically stacked aircraft (10) and has an electrical control and supply system (5) for charging the energy cells (15) and / or for communicating with the flight control units (13) via the first interfaces (7).
    [2]
    2. System (1) according to claim 1, characterized in that the control and supply system (5) of the transport device (2) for contactless communication, preferably by means of electromagnetic induction, with the first interfaces (7) of the aircraft (10) is formed ,
    [3]
    3. System (1) according to claim 2, characterized in that each aircraft (10) has a modular swarm control unit (19), the swarm control unit (19) having the first interface (7) and an electrical second interface (20) and via the second interface (20) is designed to control the flight control unit (13) and / or to charge the energy cell (15), the control and supply system (5) of the transport device (2) for contactless communication with the first interfaces (7) of the modular swarm control units (19).
    [4]
    4. System (1) according to claim 1, characterized in that the control and supply system (5) of the transport device (2) for contact-based communication, in particular by means of sliding contacts between at least one of the delimiting elements (3) of the chamber (4) and the first Interfaces (7) of the aircraft (10), with the first interfaces (7) of the aircraft (10).
    [5]
    5. System (1) according to claim 4, characterized in that each aircraft (10) has the modular swarm control unit (19), the swarm control unit (19) having the first interface (7) and the second interface (20) and via the second interface (20) for controlling the flight control unit (13) and / or for electrical charging
    19/26
    21458-AT of the energy cell (15), the control and supply system (5) of the transport device (2) being designed for contact-based communication with the first interfaces (7) of the modular swarm control units (19).
    [6]
    6. System (1) according to claim 3 or 5, characterized in that each swarm control unit (16) is designed as a core module, wherein the aircraft (10) by means of the core modules mechanically stackable along an essentially vertical stacking axis (17) in the operating position and, wherein each core module is the flight control unit (13), the energy cell (15), the first interface (7), which is located on an underside of the core module, and an electrical third interface (8), which is located along an underside the top of the core module opposite the stacking axis (17) and is designed for electrical connection to the first interface (7) of an aircraft (10) stacked above it, the control and supply system (10) being in the stacked and connected state of the aircraft (10) 5) via the first interfaces (7) and third interfaces (8) for charging the energy cells (15) and / or for communicating with d core modules.
    [7]
    7. System (1) according to claim 6, characterized in that the control and supply system (5) of the transport device (2) in a bottom unit (6) of the transport device (2) is integrated, the chamber (4) in the operating position above The floor unit (6) is arranged and the control and supply system (5) is designed to be connectable to the first interface (7) of the lowest stacked aircraft (10).
    [8]
    8. System (1) according to one of the preceding claims, characterized in that the transport device (2) is further designed for starting and landing of the aircraft (10), wherein in the operating position the chamber (4) on an upper side of the transport device (2 ) is open, the control and supply system (5) of the transport device (2) for transmitting and / or changing start and / or landing sequence information and / or position information to all / all flight control units (13) that are connected to the control and aircraft (10) connected to the supply system (5).
    [9]
    9. System (1) according to claim 8, characterized in that the transport device (2) has a, preferably substantially vertically, movable lifting means (22), which lifting means (22) is designed to be the uppermost one in the chamber (4 ) stacked aircraft (10) for the take-off process at least partially via the delimiting elements
    20/26
    21458-AT (3) of the chamber (4), the control and supply system (5) being designed to control the lifting means (22).
    [10]
    10. System (1) according to claim 9, characterized in that the lifting means (22) has a tilting mechanism or a wiping means, wherein the tilting mechanism or the wiping means is designed to remove an inoperative aircraft (10) from the underlying aircraft (10) or To remove lifting means (22), wherein the control and supply system (5) for controlling the tilting mechanism or the wiping means and for changing the start and / or landing order information and / or the position information to all / all with the control and supply system (5 ) connected aircraft (10) is formed.
    [11]
    11. System (1) according to claim 9 or 10, characterized in that the transport device (2) or the lifting means (22) has a take-off mechanism, in particular a catapult take-off mechanism, the take-off mechanism being designed to launch an aircraft (10). mechanically to a starting position in the air space above the transport device (2), in particular to catapult, wherein the control and supply system (5) is designed to control the starting mechanism.
    [12]
    12. System (1) according to one of claims 3 to 11, characterized in that the system (1) at least two, preferably a plurality of, transport devices (2) and a system swarm control unit (9) for controlling a plurality of unmanned aerial vehicles (10) in a swarm, the system swarm control unit (9) for communicating with the control and supply system (5) of the individual transport devices (2) and / or for communicating with the individual aircraft (10) via their swarm control units (16; 19) or via Communication means of the aircraft (10) is formed.
    [13]
    13. Transport device (2) for storing and transporting at least two unmanned aerial vehicles (10), characterized in that the transport device (2) has at least one chamber (4) defined by boundary elements (3), in particular corner elements, for receiving the in the operating position in Aircraft (10) essentially stacked vertically and an electrical control and supply system (5) for charging energy cells (15) of the aircraft (10) and / or for electrical communication with flight control units (13) of the aircraft (10).
    21/26
    21458-AT
    [14]
    15. Transport device (2) according to claim 13 or 14, characterized in that the control and supply system (5) is integrated in a floor unit (6) of the transport device (2), the chamber (4) in the operating position above the floor unit ( 6) is arranged.
    [15]
    16. Transport device (2) according to one of claims 13 to 15, characterized in that the transport device (2), preferably in the operating position substantially vertically movable lifting means (22) for lifting at least one in the chamber (4) of the transport device (2) recorded aircraft (10), the control and supply system (5) being designed to control the lifting means (22).
    [16]
    17. Transport device (2) according to claim 16, characterized in that the lifting means (22) comprises a tilting mechanism or a wiping means for removing an inoperative aircraft (10), the control and supply system (5) for controlling the tilting mechanism or the wiping means is trained.
    [17]
    18. Transport device (2) according to claim 16 or 17, characterized in that the transport device (2) or the lifting means (22) has a mechanical starting mechanism, in particular a catapult starting mechanism, the control and supply system (5) for controlling the starting mechanism is trained.
    [18]
    19. Transport device (2) according to one of claims 13 to 18, characterized in that the transport device (2) has landing means for easier landing of the aircraft (10) to be accommodated in the chamber (4).
    [19]
    20. Transport device (2) according to one of claims 13 to 19, characterized in that the transport device (2) on its upper side, preferably controllable fixing means for fixing the aircraft (10) accommodated in the chamber (4).
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    同族专利:
    公开号 | 公开日
    AT519936B1|2020-02-15|
    EP3615426B1|2021-02-17|
    US20200189734A1|2020-06-18|
    KR20200004334A|2020-01-13|
    WO2018195574A1|2018-11-01|
    EP3615426A1|2020-03-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20160009413A1|2013-08-23|2016-01-14|Korea Aerospace Research Institute|Apparatus and method of charging and housing of unmanned vertical take-off and landing aircraft|
    DE202015102833U1|2014-05-30|2015-10-28|Geola Technologies Ltd.|Charging and re-provisioning station for electric and hybrid UAVs|
    GB2530626A|2014-09-15|2016-03-30|Gustavo Carriconde|Unmanned aerial vehicle deployment system and method of control|
    DE102015116118A1|2015-09-23|2017-03-23|Ascending Technologies Gmbh|Ground station device for a plurality of unmanned aerial vehicles|
    US9238414B2|2014-01-02|2016-01-19|The Boeing Company|Charging system for battery-powered unmanned aerial vehicles|
    WO2016205415A1|2015-06-15|2016-12-22|ImageKeeper LLC|Unmanned aerial vehicle management|US10800524B2|2017-12-23|2020-10-13|Moshe Benezra|Scalable drone launcher|
    CN109866631B|2019-01-21|2021-11-30|南京航空航天大学|Unmanned aerial vehicle formation aerial wireless charging method|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA8011/2018A|AT519936B1|2017-04-28|2017-04-28|System and transport device for unmanned aerial vehicles|
    AT500742017|2017-04-28|ATA8011/2018A| AT519936B1|2017-04-28|2017-04-28|System and transport device for unmanned aerial vehicles|
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