CN116761756A - Transport unit for an aircraft and aircraft - Google Patents

Abstract

The invention relates to a transport unit (1) for an aircraft (100) for transporting persons and/or goods for vertical take-off and landing. The transport unit (1) has a conveying device (2), at least one fastening element (3) and a positioning device (4), wherein the fastening element is designed to fasten the transport unit (1) to a flight unit (10) of the aircraft (100). The positioning device (4) is designed to change and fix the tilting position of the conveying device (2) relative to the at least one fastening element (3). Furthermore, an aircraft (100) for transporting persons and/or goods for vertical take-off and landing is specified, comprising a flight unit (10) and a transport unit (1) fastened to the flight unit (10), and a control unit (16) for controlling such an aircraft (100).

Description

Transport unit for an aircraft and aircraft

Technical Field

The present invention relates to a transport unit for an aircraft for transporting persons and/or goods for vertical take-off and landing, to an aircraft for transporting persons and/or goods for vertical take-off and landing, and to a control unit for controlling such an aircraft.

Background

Aircraft for transporting persons and/or goods are of increasing importance, since they can be transported rapidly as far as possible independently of infrastructure equipment, such as roads, tracks, bridges, tunnels, etc. This applies in particular to smaller aircraft which can take off and land vertically and therefore do not require take-off and landing tracks.

Such aircraft mostly have a flight unit for driving the aircraft and a transport unit connected to the flight unit, in which persons and/or goods can be accommodated. The inclination of the aircraft with respect to the ground can be specified in different flight situations. The accompanying tipping movements of the transport unit may be uncomfortable for the person to be transported, since their position varies jointly with the position of the aircraft. The same applies to goods to be transported, which slip as a result of the tipping movement and may be damaged. Furthermore, the tilting movement has an influence on the center of gravity of the aircraft, so that flight safety may be hampered.

Disclosure of Invention

Against this background, the object of the invention is to provide a possibility that the above-described negative effects can be reduced or even completely eliminated when the aircraft is tilted.

A first aspect of the invention relates to a transport unit for an aircraft for transporting persons and/or goods for vertical take-off and landing. The transport unit has a conveying device, at least one fastening element and a positioning device. The fastening element is configured for fastening the transport unit to a flight unit of the aircraft. The positioning device is configured to change and fix an inclined position of the delivery device with respect to the at least one fixation element.

The aircraft may in particular be a so-called VTOL (Vertical Take-Off and Landing) aircraft. The aircraft has a flight unit for driving the aircraft. The flying unit may for this purpose have a drive unit, for example in the form of a preferably plurality of rotors. The flying unit may have a support structure extending in at least one support plane, on which the drive unit may be arranged.

The transport device can be configured as a transport pod or be wrapped by a transport pod, for example. The transport pod is thus used for wrapping people and/or goods to be transported.

Such a transport pod can preferably have an aerodynamically advantageous shape, for example a spherical or substantially drop-shaped configuration, so that the static air resistance of the transport pod on the one hand and the influence (dynamic air resistance) on the flow around the transport pod due to the rotor operation of the flight unit on the other hand can be further reduced during flight operation. The drop shape of the transport pod can thus preferably extend essentially perpendicularly to the plane of the support device.

The transport pod may open into a longitudinally extending rod. The sphere or drop shape can be reduced in width (e.g. transversely to the main flight direction of the aircraft) in order to create as little air resistance as possible during distance flight operation. Thus, instead of a sphere, an elliptical shape may be chosen.

The pod may have opaque and transparent faces. The transport pod may have one or more, for example two doors and/or flaps for loading and unloading the pod or for the person to be transported up and down. Preferably, the two doors can be arranged opposite one another and can be configured to be tilted or slid in order to enable quick, safe and comfortable loading and unloading.

Further preferably, the transport pod can be constructed in a sealed manner. This enables a fast and low-cost air conditioning of the interior space of the transport pod and protects the person or goods to be transported from weather influences and air currents.

If a conveyor for transporting persons is provided, the conveyor may have a seat and a protective device, such as a safety belt and/or an airbag. Furthermore, the transport pod may have air conditioning devices, such as heating devices, and lighting devices for improved comfort.

The fastening element is used to fasten the transport unit to the flying unit, and the fastening element may be embodied as a releasable fastening element (for example as a screw connection, a coupling connection, etc.) or as a non-releasable fastening element (for example as a welded connection). The fastening element defines a fastening point or a fastening region in which the transport unit and the flight unit adjoin one another in the fastened state of the transport unit.

Furthermore, the transport unit has a positioning device by means of which the tilting position of the transport device relative to the fastening element can be changed and fixed. For this purpose, the positioning device itself can be arranged at a fixed angle, for example, in a position-invariant manner, with respect to the fastening element. The functions of the fastening element and the positioning device can also be integrated together in the fastening and positioning device.

The concept "tilt position" currently denotes a rotational position, which the conveying device occupies with respect to the stationary element. The inclined position is characterized by the inclination angle between the conveyor means and the fixing element. The inclination angle is formed here between a straight line extending through the conveying device and a straight line extending through the fastening element. The tilt angle may also be referred to as a rotation angle.

Changing and fixing the tilt position means: the first tilting position with the first tilting angle can be transferred to a second tilting position and possibly to another tilting position with a tilting angle different from the first tilting angle and the conveying device can be fixed, for example locked, in the selected tilting position. The change of the tilt position can be effected steplessly or in a predefined stage.

The change of the tilt position can take place in the spatial direction, i.e. around the rotation axis, for example, back and forth. Alternatively, the change of the tilt position may be effected in one or more further spatial directions, the rotation axes of the respective tilting movements may be oriented perpendicularly with respect to each other.

The tilt position can be varied and fixed, for example, in such a way that the central axis of the conveyor device always runs along the gravitational line of the gravitational field acting on the transport unit.

The reference line which extends exactly through the conveyor or the transport pod, preferably through the rotation axis, about which a rotational movement is possible for changing the tilting position, can be regarded as a central axis. The means of the conveyor, for example seats for transporting persons and/or shelves for transporting goods, can be oriented with respect to the central axis in such a way that a comfortable transport is possible.

In other words, the change in the tilting position can be made in relation to the gravitational field acting on the transport unit in such a way that the position of the conveying device in relation to the gravitational field is always substantially unchanged despite the change in the position of the fixing element in relation to the gravitational field.

By varying the possibility of tilting the conveyor with respect to the securing means when the transport unit is secured to the flying unit, it appears possible to vary the tilting position between the conveyor and the flying unit. This opens the possibility of compensating the inclination of the aircraft with respect to the ground, for example from the point of view of the conveyor during the range flight phase. In this way, for example, a always upright sitting position of the person and/or goods to be transported can be ensured.

This can additionally help to improve the safety during operation of the aircraft and during transport of persons and/or goods, since the transported goods cannot slip or can slip only slightly, for example. In this way, the handling safety or passenger safety can be simplified, so that the effort for this can be reduced. The flight can be designed comfortably for the person to be transported, since the subjectively perceived sitting position does not change or only slightly changes. This may facilitate improved acceptance of aircraft taking off and landing vertically.

The transport unit may optionally have a column arrangement which is designed to enable a reliable positioning of the transport unit on a support surface, for example on a floor. The mast arrangement can preferably be arranged on the conveyor and can be configured to be turned in and out so that the mast arrangement can be turned close to the transport unit during flight in order to improve the aerodynamic properties of the aircraft. The column device can be made of metal, plastic or fiber composite, for example.

According to various embodiments, the positioning device can have a curved sliding device. The curved slide can be configured, for example, as a rotary rail.

The curved slide may completely or partially surround the conveyor or the transport pod such that the conveyor or the transport pod may be rotatably supported in the curved slide. Preferably, the curved slide can cooperate with a transport pod which is essentially spherically or elliptically configured.

In order to change the tilting position of the conveyor, the conveyor can be moved by means of a bending slide. For this purpose, a guide device by means of a gear wheel may be provided. For fixing the tilting position, a fixing device, for example in the form of a fixing bolt, may be provided.

Advantageously, the curved slide allows a simple and reliable change and fixing of the inclined position of the conveying device with respect to the fixing element.

According to different embodiments, the transport unit may have a longitudinally extending rod which connects one end to the fastening element and the other end to the positioning device.

The rod is used for connecting the conveying device and the fixing element with a space between the flying units connected with the fixing element.

The rod can be configured, for example, as a straight rod having, for example, a rectangular cross section with rounded edges on the circumference of the rod or a round or oval rod cross section.

The rod may preferably be configured substantially rotationally symmetrically, i.e. for example have the shape of a right circular cylinder, the longitudinal extension of the cylinder corresponding to the length of the rod and the bottom and top surfaces of the cylinder may also be referred to as narrow sides.

Preferably, the rod may be as thin as possible, i.e. have a small diameter. The as thin and rotationally symmetrical embodiment of the rod as possible significantly reduces the mass and air resistance of the rod and thus the transport unit exchange.

Preferably, the connection between the positioning device and the rod may be rigidly constructed. The positioning device and the rod can be connected to each other, for example, by welding, in a material-locking manner.

By constructing a longitudinally extending rod and by fixing the positioning device and the conveying device to the rod, a defined distance between the conveying device and the fixing element can advantageously be maintained. The safety of use can thus be increased considerably in that undesired contact between the person and/or goods to be moved or transported and the flying unit fastened to the transport unit can be avoided effectively. Furthermore, the maintenance of a defined distance helps to reduce noise interference for the person to be transported.

Furthermore, by arranging the conveyor device at a distance from the flight unit, the conveyor device can be placed outside the downwind flow (Abwind) of the propeller of the flight unit, which may lead to a reduction of the air resistance and an improvement of the aerodynamic force.

According to a further embodiment variant, the at least one fastening element can be part of a coupling device which is designed to releasably fasten the transport unit to the flying unit.

The fastening element forms a first part of the coupling connection, which first part belongs to the transport unit. The second part of the coupling device, which corresponds to this first part of the coupling device, is arranged as a fitting on the aircraft unit. The coupling device may be embodied as an articulated coupling device.

The coupling device enables a modular construction of the aircraft in which the flying unit and the transport unit can be combined with one another at will and can be repeatedly connected and disconnected by means of the coupling device.

Preferably, the coupling device can be configured as an automatic, automatically controlled coupling device. The coupling of the flight unit to the transport unit can thus be achieved automatically. The coupling process can be carried out smoothly and reliably, since manual coupling becomes unnecessary.

The coupling device may be configured controllably such that a remote control of the coupling process is possible. Furthermore, the coupling and uncoupling can be carried out independently of different conditions. For example, only disconnection can be achieved if the transport unit has floor contact. This may help to improve safety.

The modular structure enables a flexible combination of transport and flight units. In other words, various different transport and/or flight units may be interchanged.

For example, a first transport unit for transporting persons and a second transport unit for transporting goods may be provided. Likewise, different flying units may be coupled to the same transport unit. The transport units may differ from each other, for example, in terms of the number and/or arrangement of the drive units. Thus, for example, a flying unit with more or less driving units can be selected in relation to the cargo to be transported and/or the flight conditions (wind force and direction, altitude, etc.).

Another aspect of the invention relates to an aircraft for transporting people and/or cargo that takes off and land vertically. The aircraft has a flight unit and a transport unit according to the above description fastened to the flight unit.

The advantages mentioned above with reference to the transport unit are correspondingly relevant for the aircraft. The transport unit can be permanently fastened to the flying unit, for example by means of a welded connection. Alternatively, the transport unit may be releasably fastened to the flight unit. The transport unit and the flight unit can be connected to one another, for example, by means of a coupling device as described above, so that the aircraft is constructed modularly.

As already explained, the flying unit may have a support structure extending in at least one support plane, on which a drive unit may be arranged.

The support structure may have radially, axially and tangentially arranged, preferably straight or curved support beams which can be connected to one another at nodes, for example by means of connecting elements, for example tees, associated with the support structure and, if appropriate, with a central unit arranged centrally in the support structure.

The interconnected support beams may form a closed support structure, i.e. the support beams have no free ends, which is thus particularly rigid.

The support beams can be arranged, for example, in such a way that a hexagonally supported support structure is formed which extends in the support plane. For this purpose, six radially evenly distributed support beams can be provided, so that two radially arranged support beams at a distance from each other form an angle of approximately 60 °. The flying unit can have a total of eighteen drive units, for example, in a hexagonal embodiment of the support structure.

In addition to the drive unit, one or more air guiding devices may also be provided on the support structure. Alternatively or additionally, an air guide device may also be provided on the transport unit. The air guide can be configured in a wing-like or wing-like manner, for example in the form of a plate or slightly arched manner, and can be mounted on the support structure in an angle-adjustable manner in each case on a bearing axis of the air guide.

In the wing-like configuration, the air guiding device may have a leading edge (in english) and a trailing edge (in english), the leading edge being in front of the trailing edge, as seen in the direction of flight, during the distance flight. Here, the suction side (english) is at the upper side and the pressure side (english) is at the lower side. The wing-shaped air guide device can have wing sections extending on both sides of the support axis, the wing sections which in the distance flight run are essentially directed in the flight direction being defined as front wings and the wing sections which extend counter to the support axis are defined as rear wings which are arranged behind the front wings in the flight direction from the flight run and are essentially directed counter to the flight direction.

Fastening of the transport unit to the flight unit is carried out by means of the transport unitIs performed by the fixing element of (a). Alternatively, the fixing element may be movable along the support structure, i.e. substantially in the support plane or parallel to the support plane. This may for example enable positioning of the transport unit with respect to the flight unit such that the aerodynamic force of the aircraft may be improved, for example by positioning the transport unit at the flow shadow of the flight unitIs a kind of medium. Furthermore, a better view for the person to be transported can be achieved if the positioning of the transport unit with respect to the flight unit is such that the visible region is not covered or is only slightly covered by the support structure.

In order to change the tilting position of the conveyor device with respect to the fastening element, the central axis of the conveyor device can be positioned by means of the positioning device in a region extending between the surface normal of the support device plane and a parallel line of the support device plane. The region may extend onto a partial region between the surface normal and the parallel lines or be defined directly by the surface normal and the parallel lines.

In other words, the conveyor may be inclined at most 90 ° with respect to the plane of the support means. This may enable a substantially parallel orientation of the conveying unit with respect to the ground when the flight unit is oriented vertically with respect to the ground or when the plane of the supporting means is oriented substantially along the gravitational line of the gravitational area.

According to various embodiments, the conveying device can be arranged in the plane of the support device. The conveyor may be arranged centrally with respect to the support device plane, for example, such that the conveyor extends substantially on both sides of the support device plane.

This arrangement of the conveyor device is independent of the presence of the positioning device described above and the possibility of changing and fixing the inclined position of the conveyor device with respect to the fixing element.

Another aspect of the invention therefore relates to an aircraft for transporting persons and/or goods for vertical take-off and landing, having a flying unit with a support structure extending in at least one support plane and a transport unit fastened to the flying unit, the transport unit having a conveyor which is arranged in the at least one support plane.

By arranging the conveyor device in the support device plane, the center of gravity of the aircraft can be positioned centrally, for example in the support device plane. Thus, better flight characteristics can be achieved than if the center of gravity is far from the plane of the support device. The weight of the conveyor device then acts in the same plane as the lift of the wing, without creating a torque about the axis of gravity, which must be compensated by the propeller.

According to various embodiments, the aircraft may have a central unit, which may preferably be arranged centrally with respect to a central axis of the aircraft. The central unit may, for example, have a housing, for example in the form of a hemisphere or an ellipsoid. The central unit may be constructed, for example, from two interconnected halves, for example, threaded. For maintenance and smaller repairs, an engagement can be provided. The central unit may furthermore be configured as a support beam for receiving the support structure, for example in that the support beam of the support structure is fastened with one end to the central unit and extends radially outwards from the central unit.

The central unit may be configured, for example, for storing or for setting objects, for example auxiliary devices or technical functional units. The central unit may, for example, have a rescue system, for example a parachute for ejection, in the uppermost part of the central unit.

The central unit may have technical functional units such as a control technical system, a position determination technical system and/or a communication technical system and/or a loading module.

For storing or arranging auxiliary devices and/or technical functional units, the housing of the central unit may have one or more cavities. The auxiliary devices or technical functional units can be arranged in the cavities and/or on the housing, for example in the upper side or laterally in the free space between the radial support beams.

The integrated position determination technology system can be configured, for example, by means of positioning signals, for example, a global navigation system, such as GPS, galileo, GLONASS, beidou, etc., for determining the position of the aircraft and for determining and controlling the flight path and the flight end point of the aircraft.

The integrated communication technology system can be configured for internal and/or external communication, which is understood to be communication between modules of the aircraft or communication with modules directly provided for use with the aircraft, i.e. communication for example for communication between a flight and transport module or between the aircraft and a ground control station.

External communication is understood to be, for example, communication regarding flight permissions, flight routes, orientations, etc. at the time of air traffic control or at the time of information exchange with a weather service station.

Furthermore, the central unit may also have software and/or hardware for implementing the landing patterns on take-off and landing stops.

By positioning the auxiliary devices and the technical function elements in or on a centrally arranged central unit, a centre of gravity position concentrated in the centre of the aircraft can be achieved, whereby the control and regulation capability of the aircraft is improved.

Advantageously, the central unit enables centralized setting and implementation of the control unit and the associated control functions of the aircraft and, if appropriate, of other components.

Alternatively, the central unit may be movable along the central axis of the conveyor or along the surface normal of the at least one support means plane, i.e. perpendicular to the support means plane. For this purpose, the central unit may be equipped with a mobile device. In other words, the movement position of the central unit can be changed and fixed.

For this purpose, the central unit may be arranged in such a way that it surrounds the central axis of the conveyor. Such mobility is independent of the presence of the positioning device described above and the possibility of changing and fixing the inclined position of the conveying device with respect to the fixing element.

Another aspect of the invention thus relates to an aircraft for transporting persons and/or goods for vertical take-off and landing, having a flying unit with a support structure extending in at least one support plane, a transport unit fixed to the flying unit, which transport unit has a conveyor, and a central unit, which is movable along the surface normal of the at least one support plane. The displacement of the center of gravity of the aircraft can be achieved by the mobility of the central unit. For example, the central unit can be moved outwards on the side of the support device plane opposite the transport unit. By using the central unit as a counterweight, the centre of gravity of the aircraft can be moved into the plane of the supporting device. Thus, better flight characteristics can be achieved than if the center of gravity is far from the plane of the support device.

In other words, the torque acting on the aircraft, which is generated by positioning the transport unit outside the plane of the center of gravity, can be partially or completely compensated for in that, when the central unit is likewise moved into a position outside the plane of the center of gravity, a reaction moment is generated by the movement of the central unit, which has a non-negligible mass due to the presence of batteries or the like.

The compensation can be carried out in correspondence with the transport mass via the distance of the central unit from the center of gravity plane, which can approximately correspond to the plane of the support device. If the transport mass is small, the central unit remains close to the plane of the support means. If the transport mass is large, the central unit is moved further out in order to generate a large reaction moment by means of a large lever arm relative to the plane of the support device.

According to other embodiments, the central unit may be integrated into the conveying device.

This can be advantageous in particular when the conveyor device is arranged in the plane of the support device, since a particularly compact aircraft with very good flight characteristics is thereby achieved. The primary and/or secondary battery system provided in the central unit may in particular be integrated into the conveying device. This can be advantageous when changing the conveyor, since the battery can be changed simultaneously with the change of the conveyor, so that the conveyor can carry its own energy for the prescribed flight distance to some extent.

The integration of the central unit into the conveyor device is also independent of the presence of the positioning device described above and the possibility of changing and fixing the inclined position of the conveyor device with respect to the fixing element.

Another aspect of the invention relates to a control unit for controlling an aircraft according to the above description. The control unit is configured and arranged to generate and output a control signal which causes a change in the tilting position of the conveying device with respect to the at least one fastening element and/or a change in the displacement position of the central unit in relation to the tilting position of the flight unit.

The control unit may receive and process, in response to one or more programs, sensor signals and/or user inputs of sensors, such as inclination sensors for determining the inclination position of the flight unit, in the event of a control signal being generated, based on instructions or code programmed in the control unit. The generated control signal is output to an actuator, e.g. a positioning device or a movement device of a central unit. For this purpose, the control unit is in operative connection with the signal technology of the actuator and, if appropriate, the sensor. The control unit may be implemented in hardware and/or software and may be integrally or multi-dimensionally constructed.

The concept "tilted position" indicates the positioning of the flying unit with respect to the ground. The tilting position can be changed, for example, in connection with the flight phase of the aircraft, for example, in such a way that the rotor speed of the drive units distributed over the support structure is appropriately changed. The support device plane of the aircraft can be oriented substantially perpendicularly to the ground, for example, during the take-off and landing phases, while the support device plane can be oriented perpendicularly to the ground during the range flight phase. The transition from the take-off phase to the range-flight phase and the transition from the range-flight phase to the fall phase can be represented by the corresponding intermediate position of the plane of the support device and thus the tilting position of the flight unit.

By means of the control unit, an automatic change of the tilting position of the conveyor device and/or of the displacement position of the central unit in relation to the tilting position of the flight unit can be achieved.

Drawings

Other advantages of the invention can be seen from the accompanying drawings and the description. In the accompanying drawings:

fig. 1 shows a schematic illustration of an exemplary aircraft with a transport unit in a first tilted position in a side view;

FIG. 2 shows a schematic view of the exemplary aircraft of FIG. 1 in a second tilted position;

FIG. 3 shows a schematic view of the exemplary aircraft of FIG. 1 in a third tilted position;

fig. 4 shows a schematic illustration of another exemplary aircraft with a transport unit with a longitudinally extending rod in a second tilted position in a side view;

FIG. 5 shows a schematic illustration in a side view of another exemplary third tilted position and a first displaced position of an aircraft with a displacement device;

FIG. 6 shows a schematic view of the aircraft of FIG. 5 in a third tilted position and a second moved position;

FIG. 7 shows a schematic view of another exemplary aircraft having a movable central unit;

fig. 8 shows a schematic view of a further exemplary aircraft with a conveyor arranged in the plane of the support device of the flight unit; and is also provided with

Fig. 9 shows a schematic diagram of an exemplary control unit.

Detailed Description

In the examples explained below, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. In this regard, directional terminology, such as "upper," "lower," "front," "rear," etc., is used with reference to the orientation of the figures being described. Because components of embodiments can be positioned in a number of different orientations, the directional terminology is used for purposes of illustration and is in no way limiting.

It is understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present invention. Furthermore, it goes without saying that the features of the different exemplary embodiments described in this connection can be combined with one another, as long as they are specified otherwise. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims. In the drawings, the same or similar elements are provided with the same reference numerals as long as this is satisfactory.

Fig. 1 to 3 show a first embodiment of an aircraft 100 that takes off and lands vertically in different inclined positions, which can be used for transporting persons and/or goods. The aircraft 100 has a flight unit 10 and a transport unit 1, which is fastened to the flight unit 10.

The flying unit 1 has a support structure 12 with a plurality of support beams 20, and a central unit 15. The support beams 20 are connected to one another at the joints 19 by means of connecting elements in the form of T-pieces. The support means beam 20 comprises a pultruded hollow profile of fibre reinforced plastic, for example carbon fibre reinforced plastic. In the hollow profile, a line for signal connection and for supplying power extends. Alternatively, other materials may be used to support the device beam 20.

The support structure 12 is formed by six support beams 20 extending radially outwards from the central unit 15 and by six further support beams 20, which connect the ends of the radially extending support beams 20 opposite the central unit 15 to one another at the nodes 19 in the form of a hexagon and form the outer boundary of the support structure 12. The support structure 12 is configured to extend in the support plane 11, i.e. the support plane 11 corresponds to the middle cross section of the support structure 12. The support structure is rotationally symmetrical about a surface normal 13 extending perpendicular to the support plane 11.

A total of eighteen drive units 18 are arranged concentrically on the support structure 12 about a central axis of the flying unit 10, which corresponds to the surface normal 13 shown in fig. 1 to 3. The drive units 18 each have a propeller, each of which has a rotor composed of two rotor blades and a brushless dc motor as an electric motor, by means of which the propeller is driven. The propeller is rotatably supported on the electric motor by means of a hub of the respective propeller. It goes without saying that the aircraft 100 can also be driven by means of a different number of drive units 18 or differently designed drive units 18 (for example with more than two rotor blades each).

Four wing-like air guides 21 are also provided on the support structure 12, whose positioning angles α can be adjusted in order to adapt the air flow situation to different flight phases of the aircraft 100, for example, take-off phase, range flight phase, landing phase, and to change the lift of the aircraft 100, for example. The air guiding means 21 may however also be omitted.

The central unit 15 has a hemispherical shell made of carbon fiber reinforced or glass fiber reinforced plastic. Technical functional units such as control, position and communication systems and loading modules are arranged in the housing. Furthermore, the central unit 15 has a rechargeable accumulator for supplying the drive unit 18 with power, as well as other power consumers. The control unit 16 described below with reference to fig. 9 may be provided in the central unit 15, for example.

In addition to the flight unit 10, the aircraft 100 has a transport unit 1. The transport unit 1 has a conveying device 2, a fixing element 3 and a positioning device 4, which in the first exemplary embodiment form a common component.

The conveyor 2 has a transport pod of substantially spherical configuration. Alternatively, the sphere can be designed as an ellipsoid by reducing the width. The transport pod is constructed completely closed and has a partially transparent cover so that a person can see out of the transport pod.

In the interior of the transport pod are arranged seats equipped with safety belts and airbags, air conditioning devices, displays and communication devices for communication with the central unit 15, other aircraft or ground stations.

The fixing element 3 serves to fix the transport unit 1 to the flying unit 10. In the exemplary embodiment, the fastening element 3 is designed as a threaded connection. Alternatively, however, other releasable or non-releasable fastening, for example welded connections, are also possible. The fastening element 3 defines a fastening region in which the transport unit and the flight unit adjoin one another in the fastened state of the transport unit.

The positioning device 4 has a curved slide 7 which surrounds the transport pod. The positioning device 4 is used to change and fix the inclined position of the conveying device 2 relative to the fastening element 3 or relative to the fastening region defined by the fastening element 3. In other words, the inclination of the conveying device 2 with respect to the fixing element 3 and thus with respect to the flying unit 1 can be varied.

The tilt position is determined by the tilt angle β, i.e. the smaller of the two angles formed by the central axis 5 of the conveyor device 1 and the surface normal 13 of the support device plane 11. The central axis 5 corresponds here to the gravitational line 6 of the gravitational field. In the first inclined position according to fig. 1, the inclination angle β=0°, i.e. the central axis 5, the gravity line 6 and the surface normal 13 correspond to each other. The inclination angle β may vary between 0 ° and 90 ° in the described embodiment.

In order to change the inclination angle β, the conveyor 1 is moved in the positioning device 4 by means of a bending slide 7. For this purpose, a gear connection is used. The fixing in the desired inclined position takes place by means of a fixing peg.

In the second inclined position shown in fig. 2, the inclination angle is approximately 35 °, and in the third inclined position 90 ° shown in fig. 3, i.e. the central axis 5 is oriented corresponding to a parallel line 14 to the support device plane or parallel to the support device plane 11.

The inclination angle β can be varied in particular in relation to the inclination of the support device plane 11 with respect to the gravitational line 6 of the gravitational region, for example in relation to different flight phases of the aircraft 100. Thus, the inclination angle β can always be changed such that the central axis 5 extends along the gravity line 6. This results in a constant positioning of the conveyor 1 in the gravitational field, so that no change in the position of the transported person and/or cargo with respect to the ground occurs.

The inclination angle β=0° can thus be selected during a takeoff or landing phase of the aircraft 100, in which the aircraft 100 is oriented as shown in fig. 1, i.e. the bearing device plane 11 is oriented substantially parallel to the ground or perpendicular to the gravitational line 6. In contrast, the inclination angle β may be β=90° in a range flight phase of the aircraft 100, in which the aircraft 100 is oriented as shown in fig. 3, i.e. the bearing device plane 11 is oriented substantially perpendicularly to the ground or parallel to the gravitational line 6. Fig. 2 shows aircraft 100 in the transition from the takeoff phase into the range flight phase or in the transition from the range flight phase into the landing phase, respectively. The angle of inclination β is between 0 ° and 90 ° and is approximately β -35 °. Furthermore, it is known from fig. 1 to 3 that: the positioning angle alpha also varies in relation to the flight phase.

Fig. 4 shows a second embodiment of the aircraft 100 in the transition from the takeoff phase into the range flight phase or in the transition from the range flight phase into the landing phase, i.e. in a second tilted position with a tilt angle β to 35 °. The aircraft 100 of this embodiment differs from the aircraft 100 of the first embodiment (see fig. 1 to 3) in that the transport unit 1 has a longitudinally extending rod 8 which is connected at one end to the fixing element 3 and at the other end to the positioning device 4.

The rods 8 serve to space the conveyor 2 with respect to the flying unit 10, so that a safe height spacing can be maintained. The rod 8 is essentially rotationally symmetrical.

Furthermore, the fastening element 3 is designed as part of the coupling device 9, so that the transport unit 1 can be releasably fastened to the flying unit 10. The coupling 9 is in the exemplary embodiment shown in the form of an articulated coupling. The coupling device 9 enables a flexible combination of different flight units 10 with different transport units 1 in combination with a modular structure of the aircraft 100.

Fig. 5 and 6 show an embodiment of the aircraft 100 in the range flight phase, i.e. at an angle of inclination β=90°. The aircraft 100 of this embodiment differs from the aircraft 100 of the first embodiment (see fig. 1 to 3) in that the flying unit 10 has a linear slide 22.

By means of the linear slide 22, the fastening element 3 can be moved along the support structure 12 parallel to the support plane 11 between a central position (see fig. 5) and an outer position (see fig. 6). The central position is understood here to be the position in the region of the central axis of the aircraft unit 10.

The outer position is understood to mean each off-centered position on the support device structure 12 outside the region of the central axis, for example at the radially outer end of the support device structure 12, i.e. at the end of the support device structure 12 that is as far away from the central axis as possible, or at the outer boundary of the support device structure 12.

The displacement of the articulated coupling can be effected, for example, along one support beam, along two support beams lying opposite one another or also along all support beams. The movement can thus also be used to react to prevailing wind conditions and compensate for tilting of the transport pod due to crosswinds, for example, and/or to enable better load distribution.

The movement of the fixing element 3 can be effected, for example, by means of a linear drive unit. The linear drive unit may comprise, for example, a rail system provided on the support structure 12, in or on which, for example in the case of ball bearings, a slide is movably supported, which carries the fastening element 3.

The linear slide 22 can be driven, for example, by means of a driven spindle consisting of a rotatable toothed bar or screw or by means of a toothed belt driven circumferentially, the drive of which can be effected electrically, for example by means of a servomotor. Alternatively, the drive of the linear slide 22 may also be configured magnetically or electromagnetically.

Advantageously, such a linear drive unit can achieve strong acceleration, deceleration and fast operating transitions and thus fast direction changes.

In the central position according to fig. 5, the transport unit 1 is partially flown by the downwind airflow of the propeller drive unit 18, which may lead to turbulence and disadvantageous air flows as well as increased air resistance. If the transport unit is located in the outer position, as is shown in fig. 6, on the contrary, this is not the case, since the transport unit 1 is freely flown to and does not influence the outflow of the propeller.

When the transport unit 1 is arranged in the central position, the center of gravity of the aircraft 100 is also in the center thereof. In the event of disturbing influences, such as turbulence, air pockets, etc., the occurrence of a roll-over of the aircraft 100 must be carried out by correcting the torque/rotation pulses about the central axis or the center of gravity axis of the aircraft unit 10 by the propulsion power of the propeller.

When the transport unit 1 is arranged in the outer position, conversely a large mass (transport unit 1 and payload) is suspended below the flying unit 10, which also moves the center of gravity of the aircraft 100 downwards. This can have a positive effect on the disturbance that causes the rotation pulses, since the aircraft 100 is also pivoted back into a stable position via the propeller of the drive unit 18 without active intervention or actively assisted in supporting the active adjustment.

Fig. 7 shows the aircraft 100 in a fourth exemplary embodiment in a range flight phase, i.e. at an angle of inclination β=90°. The aircraft 100 of this embodiment differs from the aircraft 100 of the first embodiment (see fig. 1 to 3) in that the central unit 15 can be moved along the surface normal 13 of the support device plane 11 by means of the movement device 23. The movement may be performed in relation to the tilted position of the aircraft unit 10, i.e. in relation to whether the aircraft 100 is in the take-off and landing flight phase or in the range flight phase.

Fig. 7 shows the external position of the central unit 15. In contrast, the central unit 15 is arranged in fig. 3 close to the support device plane 11. The outer position according to fig. 7 enables a shift of the center of gravity of the aircraft 100. Here, the central unit 15 serves as a counterweight for the transport unit 11.

Fig. 8 shows a fifth exemplary embodiment of an aircraft 100 in the range flight phase, i.e. at an angle of inclination β=90°. The aircraft 100 of this embodiment differs from the aircraft 100 of the first embodiment (see fig. 1 to 3) in that the conveying device 2 is arranged in a support device plane 11 of the aircraft unit 10. In the exemplary embodiment, the conveyor 2 is arranged centrally with respect to the support plane 11, so that it extends on both sides of the support plane 11. Thus, the center of gravity of the aircraft 100 is caused to lie in the support device plane 11.

Fig. 9 shows a control unit 16 for controlling an aircraft 100. The aircraft 100 may be configured, for example, as described above with reference to fig. 1-8. The control unit 16 is set up and constructed to generate control signals 17 and to output said control signals to the aircraft 100. The control signal 17 causes a change in the tilting position of the conveying device 2 with respect to the fixing element 3. Optionally, the control signal 17 may additionally cause a change in the movement position of the central unit 15 in relation to the tilting position of the flying unit 10.

The control unit 16 may be provided in the aircraft 100, for example in its central unit 15. Alternatively, the control unit 16 may be arranged outside the aircraft 100. In this case, the transmission of the control signal 17 can take place, for example, by means of wireless transmission, in that the control unit 16 is equipped with transmitting means for radio signals and the aircraft 100 is equipped with receiving means for radio signals.

List of reference numerals:

1 transport unit

2 conveying device

3 fixing element

4 positioning device

5 central axis of conveying device

6 gravity line

7 bending slide device

8 poles

9 coupling device

10 flight unit

11 bearing device plane

12 bearing device structure

13 surface normal

14 parallel lines

15 central unit

16 control unit

17 control signal

18 drive unit

19 nodes

20 support device beam

21 air guiding device

22 linear sliding device

23 moving device

100 aircraft

Alpha positioning angle

Beta tilt angle/rotation angle.

Claims (14)

1. Transport unit (1) for an aircraft (100) for transporting persons and/or goods for vertical take-off and landing, the transport unit (1) having:

a conveying device (2),

at least one fastening element (3) which is designed to fasten the transport unit (1) to a flight unit (10) of the aircraft (100), and

-a positioning device (4) configured for changing and fixing the inclined position of the conveyor device (2) with respect to the at least one fixing element (3).

2. A transport unit (1) according to claim 1, wherein the tilt position is changeable and fixable such that the central axis (5) of the conveying device (2) always extends along a gravitational line (6) of a gravitational area acting on the transport unit (1).

3. A transport unit (1) according to any of the preceding claims, wherein the positioning means (4) has a curved sliding means (7), such as a rotating track.

4. A transport unit (1) according to any one of the preceding claims, the transport unit having:

a longitudinally extending rod (8) connecting one end to the fixing element (3) and the other end to the positioning device (4).

5. Transport unit (1) according to any of the preceding claims, wherein the at least one securing element (3) is part of a coupling device (9) configured for releasably securing the transport unit (1) to the flying unit (10).

6. An aircraft (100) for transporting persons and/or goods for vertical take-off and landing, having:

flying unit (10)

Transport unit (1) according to any of the preceding claims, fixed on the flying unit (10).

7. The aircraft (100) according to claim 6, wherein the flying unit (10) has a support structure (12) extending in at least one support plane (11), and the central axis (5) of the conveyor (2) can be positioned by means of the positioning device (4) in an area extending between a surface normal (13) of the support plane (11) and a parallel line (14) of the support plane (11) for changing the tilting position of the conveyor (2) with respect to the fixing element (3).

8. The aircraft (100) according to claim 7, wherein the conveying device (2) is arranged in the at least one support device plane (11).

9. An aircraft (100) for transporting persons and/or goods for vertical take-off and landing, the aircraft having:

a flying unit (10) having a support structure (12) extending in at least one support plane (11), and

a transport unit (1) fastened to the flight unit (10), said transport unit having a conveying device (2),

wherein the conveying device (2) is arranged in the at least one support device plane (11).

10. The aircraft (100) according to any one of claims 6 to 9, the aircraft having: a central unit (15).

11. The aircraft (100) according to claim 10, wherein the central unit (15) is movable along a central axis (5) of the conveyor device (2) or along a surface normal (13) of at least one support device plane (11).

12. The aircraft (100) according to claim 10, wherein the central unit (15) is integrated into the conveying device (2).

13. An aircraft (100) for transporting persons and/or goods for vertical take-off and landing, the aircraft having:

A flying unit (10) having a support structure (12) extending in at least one support plane (11),

a transport unit (1) fastened to the flight unit (10), said transport unit having a conveying device (2), and

a central unit (15),

wherein the central unit (15) is movable along a surface normal (13) of the at least one support device plane (11).

14. Control unit (16) for controlling an aircraft (100) according to any one of claims 6 to 8 or 10 to 12, which control unit is set up and constructed for generating and outputting control signals (17) which cause a change in the tilting position of the conveying device (2) with respect to the at least one fixing element (3) and/or a change in the displacement position of the central unit (15) in relation to the tilting position of the flight unit (10).