AIRCRAFT COMPRISING A PLURALITY OF FLYING MODES, AND METHOD FOR OPERATING SAME

Abstract

An aircraft that takes off and lands vertically for transporting people and/or loads, and a method for operating same. The aircraft comprises: a flying unit having a framework structure formed in a plane E, drive units arranged on the framework structure and air-guiding devices each having an adjustable angle of incidence which can be varied between a minimum and maximum angle of incidence; a transport unit comprising a conveying pod and connection device for connecting the conveying pod to the flying unit, the connection device comprising an elongate shaft connecting the conveying pod at one end; and an articulated coupling device for connecting the flying unit to the other end of the elongate shaft. An adjustable tilt angle α of the flying unit can be varied between a minimum angle α.sub.min of 0° ≤ α.sub.min < 30° and a maximum tilt angle α.sub.max = 90°.

Claims

1-16. (canceled)

17. An aircraft that takes off and lands vertically, for transporting people and/or loads, wherein the aircraft comprises: a flying unit, having a framework structure formed in a plane E, drive units being arranged on the framework structure, and air-guiding devices, each with an adjustable angle of incidence β.sub.1-n, each angle of incidence β.sub.1-n being variable between a minimum angle of incidence β.sub.1-n,min and a maximum angle of incidence β.sub.1-n,max, a transportation unit comprising a conveying pod and a connection device for connecting the conveying pod to the flying unit, the connection device having an elongate shaft, one end of which is attached to the conveying pod, and an articulated coupling device for an articulated connection of the flying unit to another end of the elongate shaft, such that an adjustable tilt angle α of the flying unit is variable between a minimum tilt angle α.sub.min in a range 0° ≤ α.sub.min < 30 and a maximum tilt angle α.sub.max = 90°.

18. The aircraft of claim 17, wherein the minimum tilt angle α.sub.min is 0° ≤ α.sub.min ≤ 10°.

19. The aircraft of claim 17, wherein the articulated coupling device is slidable along the framework structure parallel to the plane E between a centric position and an outer position.

20. The aircraft of claim 17, wherein a length 1 of the shaft is variable between a minimum length 1.sub.min and a maximum length 1.sub.max.

21. The aircraft of claim 19, wherein the outer position is located at a distance from a central axis M of the flying unit in such a way and/or wherein a maximum length 1.sub.max of the shaft is such that the conveying pod, for the minimum tilt angle α.sub.min, is located outside of an outer boundary of the framework structure.

22. The aircraft of claim 21, wherein the outer position is located at a distance from a central axis M of the flying unit in such a way that the conveying pod, for the minimum tilt angle α.sub.min, is located outside of an outer boundary of the framework structure.

23. The aircraft of claim 21, wherein a maximum length 1.sub.max of the shaft is such that the conveying pod, for the minimum tilt angle α.sub.min, is located outside of an outer boundary of the framework structure.

24. The aircraft of claim 19, wherein the articulated coupling device, as a function of the tilt angle α, is slidable along the framework structure parallel to the plane E and/or wherein the length 1 of the shaft is variable as a function of the tilt angle α.

25. The aircraft of claim 24, wherein the articulated coupling device, as a function of the tilt angle α, is slidable along the framework structure parallel to the plane E.

26. The aircraft of claim 24, wherein the length 1 of the shaft is variable as a function of the tilt angle α.

27. The aircraft of claim 17, wherein the framework structure and the connection device are connected to each other via a damping device.

28. The aircraft of claim 17, wherein on the framework structure a locking device, configured to lock the shaft, is arranged.

29. The aircraft of claim 17, wherein the flying unit and the transportation unit have a modular design, so that the flying unit and any transportation unit can be joined to each other and separated from each other as desired by means of the articulated coupling device.

30. The aircraft of claim 17, wherein the air-guiding devices are shaped in the manner of air foils.

31. A method of operating the aircraft of claim 17, wherein the aircraft can be operated in at least one take-off phase, a cruising flight phase and a landing phase, and wherein during a transition from the take-off phase to the cruising phase, the tilt angle α of the flying unit is reduced, and during a transition from the cruising flight phase to the landing phase, the tilt angle α of the flying unit is increased.

32. The method of claim 31, wherein during the take-off phase, the angles of incidence β.sub.1-n of a particular number of the air-guiding devices (8.sub.1-n) are reduced, and /or during the landing phase, the angles of incidence β.sub.1-n of a particular number of the air-guiding devices (8.sub.1-n) are increased.

33. The method of claim 32, wherein during the take-off phase, the angles of incidence β.sub.1-n of a particular number of the air-guiding devices (8.sub.1-n) are reduced into a range of a minimum angle of incidence β.sub.1-n,min from 90°≤ β.sub.1-n,min ≤ 120° and/or during the landing phase, the angles of incidence β.sub.1-nof a particular number of the air-guiding devices (8.sub.1-n) are increased into a range of a maximum angle of incidence β.sub.1-n,max from 150° ≤ β.sub.1-n,max ≤ 180°.

34. The method of claim 31, wherein during the transition from the take-off phase to the cruising flight phase, the shaft of the transportation unit is extended and/or the articulated coupling device is slid along the framework structure parallel to the plane E into an outer position, and during the transition from the cruising flight phase to the landing phase, the shaft of the transportation unit is shortened and/or the articulated coupling device is slid along the framework structure parallel to the plane E into a centric position.

35. A control unit for controlling the aircraft of claim 17, wherein the control unit is set up and configured for generating and emitting control signals which bring about an adjustment of the tilt angle α and/or an adjustment of the angles of incidence β.sub.1-n.

36. The control unit of claim 35, wherein the control unit is set up and configured for generating and emitting control signals which bring about a change in length of the shaft and/or a change in a sliding position of the articulated coupling device along the framework structure parallel to the plane E.

Description

[0122] Further advantages of the present invention are visible from the figures and the associated description. The following are shown by the figures:

[0123] FIG. 1 a schematic representation of an exemplary aircraft with slidable articulated coupling device in the take-off phase, side view;

[0124] FIG. 2 a schematic representation of the exemplary aircraft from FIG. 1, view from above;

[0125] FIG. 3 a schematic representation of the exemplary aircraft during the transition from the take-off phase to the cruising flight phase;

[0126] FIG. 4 a further schematic representation of the exemplary aircraft during the transition from the take-off phase to the cruising flight phase;

[0127] FIG. 5 a schematic representation of the exemplary aircraft in the cruising flight phase;

[0128] FIG. 6 a schematic representation of a further exemplary aircraft with a variable-length shaft in the take-off phase;

[0129] FIG. 7 a schematic representation of the further exemplary aircraft during the transition from the take-off phase to the cruising flight phase; and

[0130] FIG. 8 a schematic representation of the further exemplary aircraft in the cruising flight phase.

[0131] In the examples outlined below, reference is made to the attached drawings which form part of the examples and in which, for illustration purposes, specific embodiments are shown in which the invention can be executed. In this respect, direction-related terminology such as “above”, “below”, “front”, “back”, “front”, “rear” etc. is used in relation to the orientation of the figures described. Since components of embodiments can be positioned in a number of different orientations the direction terminology is for illustration purposes and is in no way restrictive.

[0132] It goes without saying that other embodiments may be used, and structural or logical changes performed without deviating from the scope of protection of the present invention. It shall be understood that the features of the different exemplary embodiments described here may be combined with one another if not specifically indicated otherwise. For example, both of the embodiments “moveable articulated coupling device” and “variable-length shaft” may be combined with one another so that in one embodiment an aircraft has both a moveable articulated coupling device and a variable-length shaft. The following detailed description is therefore not to be understood in a restrictive sense, and the scope of protection of the present invention is defined by the attached Claims. In the Figures, identical or similar elements are given the identical reference numbers, insofar as it makes sense to do so.

[0133] FIGS. 1 to 5 show a first embodiment of an aircraft 1 that take offs and lands vertically, which may be used for transporting people and/or loads. The aircraft 1 comprises a flying unit 2, a transportation unit 9 and an articulated coupling device 13 for the articulated connection of the two units 2, 9.

[0134] The flying unit 2 has, in addition to a control unit 7 arranged centrally in relation to the vertical central axis M of the flying unit 2, a framework structure 3 with several framework bars 6, which are connected at nodal points 5 with each other by means of connecting pieces constructed as T-pieces and to the control unit 7. The framework bars 6 consist of a pultruded hollow profile made from fiber-reinforced plastic, e.g., carbon fiber-reinforced plastic. In the hollow profile, cables for signal technology-related connection and energy supply are run. Alternatively, other materials may also be used for the framework bars.

[0135] The framework structure 3 is formed from six framework bars 6 running radially outwards from the control unit 7 and from six additional framework bars 6 which connect the ends of the radial framework bars 6 lying opposite the control unit 7 with each other - forming a hexagon - at the nodal points 5 and represent the outer boundary of the framework structure 3 (see FIG. 2).

[0136] The framework structure 3 is constructed extended in the plane E, i.e., plane E corresponds to the central cross section level of the framework structure 3.

[0137] On the framework structure 3, a total of eighteen drive units 4 are arranged concentrically around the vertical central axis M of flying unit 2. The drive units 4 each have a propeller with a rotor consisting of two rotor blades and a brushless direct current motor as an electric motor, wherein the propeller is driven by the electric motor. By means of a hub of the particular propeller, the latter is mounted rotatably on the electric motor. It goes without saying that the aircraft 1 may also be driven with a different number of drive units 4 or differently designed drive units 4, e.g., with more than two rotor blades in each case.

[0138] In addition, four air foil-type air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 are arranged on the framework structure 3; their angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are adjustable by being capable of being varied, in each case, between a minimum angle of incidence β.sub.1,min, β.sub.2,min, β.sub.3,min, β.sub.4,min and a maximum angle of incidence β.sub.1,max, β.sub.2,max, β.sub.3,max, β.sub.4,max. The angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are defined as the larger of the two angles or, where the angles are of equal size, as one of the two equally sized angles which, starting with a respective longitudinal axis L.sub.1, L.sub.2, L.sub.3, L.sub.4 of the air-guiding device 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4, is enclosed by the central cross-sectional plane Q.sub.1, Q.sub.2, Q.sub.3, Q.sub.4 of the same wing section of the respective air-guiding device 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 and the plane E of the framework structure 3. To adjust the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4, the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 may each be rotated around their longitudinal axis L.sub.1, L.sub.2, L.sub.3, L.sub.4, which are mounted rotatably in the framework structure 3. In this respect, the longitudinal axes L.sub.1, L.sub.2, L.sub.3, L.sub.4 correspond to the bearing shafts of the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4.

[0139] In the take-off phase depicted in FIG. 1, the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are each 180°, i.e., the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 lie in one plane with the framework structure 3. Alternatively, in the take-off phase, single or all of the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 may, even already during take-off, be positioned slightly angled, with a smaller angle of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 less than 180° vis-à-vis the plane E of the framework structure 3, as shown e.g., in FIG. 6, or with a minimum angle of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 up to 90° vertically vis-à-vis the plane E of framework structure 3 (not shown).

[0140] By changing the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 the air flow conditions can be influenced so that e.g., the uplift of the aircraft 1 can be varied.

[0141] The control unit 7 has a hemispherical housing made from carbon fibre-reinforced or glass fibre-reinforced plastic. In addition to the control unit 7, rechargeable batteries for supplying the drive units 4 and also other electrical energy consumers with energy may be arranged in the housing. The control unit 7 assists the control of the aircraft 1 by it being set up and designed to generate control signals and emit these to the relevant actors. By means of the control signals, it is possible for example to bring about an adjustment of the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4.

[0142] In addition to the flying unit 2, the aircraft 1 has the transportation unit 9 with a drop-shaped conveying pod 10, wherein the drop shape, in the flying state of the aircraft 1, is essentially extended vertically in relation to the earth’s surface. The conveying pod 10 is designed completely self-contained and has a partially see-through cover, so that people can look out of the conveying pod 10.

[0143] Inside the conveying pod 10 are seats equipped with safety belts and airbags, an air conditioning unit, displays and a communication device for communicating with the control unit 7, other aircraft or a ground station (not shown).

[0144] The conveying pod 10 is connected by means of the connection device 11 to the flying unit 2, wherein the transportation unit 9 is, in the take-off phase, arranged centrally underneath the flying unit 2. For this, the connection device 11 has an elongate, rotationally symmetrically designed shaft 12, one end of which is attached to the conveying pod 10.

[0145] The shaft 12 and the conveying pod 10 have a fiber composite, e.g. a carbon fiber- or glass fiber-reinforced plastic, as a result of which the transportation unit 9 stands out for a low mass whilst simultaneously displaying good mechanical properties.

[0146] The coupling of the flying unit 2 with the transportation unit 9 is enabled by the articulated coupling device 13. Its design as an articulated coupling enables a flexible inclined position of the flying unit 2 in relation to the earth’s surface. Because the transportation unit 9 is always aligned vertically in relation to the earth’s surface, i.e. the longitudinal axis Ls of the shaft 12 of the transportation unit 9 follows the gravity line S, a vertical orientation of the transportation unit 9 can also be largely retained with a different orientation of the flying unit 2 during flight operation, and the centre of gravity of the aircraft 1 concentrated on a limited central section, which improves the comfort and the manoeuvrability and controllability of the aircraft 1.

[0147] Specifically, the tilt angle α, i.e., the smaller angle or, if the angles are of equal size, one of the two equally sized angles, which is enclosed by the gravity line S (overlaid with the longitudinal axis L.sub.S of the shaft 12 of the transportation unit 9) and the plane E of the framework structure 3, can be set by it being varied between a minimum tilt angle α.sub.min and a maximum tilt angle α.sub.max.

[0148] The minimum tilt angle α.sub.min lies in a range 0° ≤ α.sub.min < 30°, namely at approx. 15° (see FIG. 5), so that an almost vertical arrangement of the flying unit 2 in relation to the earth’s surface is permitted. The maximum tilt angle α.sub.max is 90°.

[0149] The articulated coupling device 13 is slidable along the framework structure 3 parallel to plane E, specifically between a centric position (FIG. 1) and an outer position (FIG. 5). The slidability, indicated in FIG. 1 by means of arrows, is achieved by means of the linear sliding direction 14, which is designed as a track system. The linear sliding direction 14 extends, in a forward flight direction (in the Figures only termed flight direction), to the outer boundary of the framework structure 3, so that the articulated coupling device 13 and the transportation unit 9 attached to it can likewise be moved to the outer boundary of the framework structure 3.

[0150] Contrary to the forwards flight direction, i.e., in a reverse flight direction, the linear sliding direction 14 extends in this embodiment up to approx. ⅓ of the radius of the framework structure 3, beyond the central axis M, in the direction of the opposite outer boundary of the framework structure 3. This enables an unimpeded inclination of the flying unit 2 vis-à-vis the gravity line S, also in the case of a reverse flight, or in a braking situation, or in the event of required shifts of centre of gravity for positional correction of the aircraft.

[0151] Alternatively, e.g., from the perspective of weight savings, it is also possible for the linear sliding device 14 to extend only within a radius of the framework structure 3 between the central axis M and the respective outer boundary of the framework structure 3.

[0152] Optionally, flying unit 2 and transportation unit 3 may have a modular design. In such a design, the articulated coupling device 13 is preferably designed as an automatic articulated coupling, so that an automatic connection and disconnection of different transportation units 3 or transportation modules to the same flying unit 2 or the same flight module is possible, wherein the transport modules may have different designs. Likewise, different flight modules may be coupled to the same transportation module. The articulated coupling device 13 may also be designed controllable, so that a connection can be produced or loosened between the transportation module and the flight module in a targeted manner.

[0153] FIG. 1 shows the above-described aircraft 1 in the take-off phase, i.e., in a flight phase which is characterized by an essentially vertical flight from a take-off location to gain height. The statements relating to the take-off phase apply analogously to the landing phase, which is characterized by an essentially vertical flight to a target location to lose height.

[0154] In the take-off phase shown, the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are approx. a maximum of 180°, i.e., the central cross-sectional planes Q.sub.1, Q.sub.2, Q.sub.3, Q.sub.4 of the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 are essentially aligned parallel to the plane E. The tilt angle α is 90° and the articulated coupling device 13 is located in a centric position.

[0155] During the transition, shown in FIGS. 3 and 4, from the take-off phase (FIG. 1) to the cruising flight phase (FIG. 5), the flying unit 2 is inclined downwards in the direction of flight. As a consequence, the tilt angle α is reduced. The transportation unit 3 is unchanged and essentially aligned vertically in relation to the earth’s surface. At the same time, the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are also reduced (slight to moderate positioning of the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 from the position parallel to plane E, with leading wing sections (leading wings) essentially pointing in the direction of flight, in order to achieve an improved uplift effect of the aircraft 1.

[0156] With increasing reduction in the tilt angle α, the position of the articulated coupling device 13 is also pushed outwards from the centric position (FIG. 4). At the same time, the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 are reduced further so that the air-guiding devices 8.sub.1, 8.sub.2, 8.sub.3, 8.sub.4 or the leading wings essentially point in the direction of flight until the cruising flight phase as per FIG. 5 is reached.

[0157] The cruising flight phase shown in FIG. 5 enables larger distances to be covered and is characterized by a trajectory that runs essentially parallel to the earth’s surface. The cruising flight phase is completed with minimum angles of incidence β.sub.1,min, β.sub.2,min, β.sub.3,min, β.sub.4,min and the minimum tilt angle α.sub.min. The articulated coupling device 13 is located in the outer position, i.e., on the outer end of the linear sliding device 14.

[0158] Here the outer position is sufficiently far from the central axis M of the flying unit 2 that the conveying pod 10 is situated outside of the outer boundary of the framework structure 3.

[0159] FIGS. 6 to 8 show an additional embodiment of an aircraft 1. Concerning the general structure and mode of functioning, please refer to the statements concerning the first embodiment.

[0160] Unlike the embodiment in accordance with FIGS. 1 to 5, the articulated coupling device 13 is not slidable, but always stays in the centric position.

[0161] However, the length l of the shaft 12 is variable between a minimum length l.sub.min and a maximum length l.sub.max. This is indicated in FIG. 6 by means of a double arrow. The length 1 of the shaft 12 corresponds to the distance between the articulated coupling device 13 and conveying pod 10.

[0162] In addition, a damping device 15 and a locking device 16 are optionally present.

[0163] The separate damping device 15 may for example be used if the articulated coupling device 13 does not have a damping tool or the damping effect of the damping tool of the articulated coupling device 13 must be supported for certain applications.

[0164] In the take-off phase or landing phase (FIG. 6), the length l of the shaft 12 is at its minimum, so that the aircraft 1 has a compact design. However, a safety height distance is present between the conveying pod 10 and the articulated coupling device 13, which is predetermined by the minimum length 1.sub.min.

[0165] During the transition from the take-off phase to the cruising flight phase and/or during the transition from the cruising flight phase to the landing phase (FIG. 7), the change in the angles of incidence β.sub.1, β.sub.2, β.sub.3, β.sub.4 and the tilt angle α occurs as described for the first embodiment.

[0166] In addition, during the transition from the take-off phase to the cruising flight phase, the length l of the shaft 12 is extended or, during the transition from the cruising flight phase to the landing phase, is shortened. This is for example achieved by a lower shaft part 12.2 connected to the conveying pod 10 being pulled out, in the manner of a telescope, from the upper shaft part 12.1 firmly connected to the articulated coupling device 13 and/or drawn into this.

[0167] The tilting process of the flying unit 2 vis-à-vis the conveying pod 10 is absorbed by means of the damping device 15.

[0168] In the cruising flight phase (FIG. 8), the length l of the shaft 12 is at its maximum. The shaft 12 can essentially be aligned parallel to the plane E of the framework structure 3, so that a minimum tilt angle α.sub.min of as little as 0° is generated.

[0169] To improve the stability of the aircraft 1, the shaft 12 can be attached to the framework structure 3 by means of the locking device.

[0170] The maximum length l.sub.max of the shaft 12 has such dimensions that the conveying pod 10, for the minimum tilt angle α.sub.min, is located outside of the outer boundary of the framework structure 3.

[0171] During the transition from the cruising flight phase to the landing phase, the above-described processes are carried out in the reverse order.

[0172] The expression “and/or” used here, if used in a series of two or more elements, means that each of the elements listed can be used on their own, or any combination of two or more of the listed elements can be used.

[0173] If for example a relationship is described which contains the components A, B and/or C, the relationship may contain the components: only A; only B; only C; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination.

TABLE-US-00001 List of Reference Signs 1 aircraft 2 flying unit 3 framework structure 4 drive unit 5 nodal point 6 framework bar 7 control unit 8, 8.sub.1, 8.sub.2... 8.sub.n air-guiding device 9 transportation unit 10 conveying pod 11 connection device 12 shaft 12.1 upper shaft part 12.2 lower shaft part 13 articulated coupling device 14 linear sliding device 15 damping device 16 locking device E plane of framework structure L, L.sub.1, L.sub.2 ... L.sub.n longitudinal axis of air-guiding device L.sub.S longitudinal axis of shaft M central axis of flying unit Q, Q.sub.1, Q.sub.2 ... Q.sub.n central cross section plane of air-guiding device S gravity line l length of shaft l.sub.min minimum length of shaft l.sub.max maximum length of shaft α tilt angle α.sub.min minimum tilt angle α.sub.max maximum tilt angle β, β.sub.1, β.sub.2 ... β.sub.n angle of incidence β.sub.1-n,min minimum angle of incidence β.sub.1-n,max maximum angle of incidence