Flight unit for an aircraft

Abstract

The invention relates to a flight unit for a vertical take-off and landing aircraft with a plurality of drive units arranged on a wing assembly, wherein the wing assembly comprises longitudinally extended wing assembly struts connected to one another at node points. According to the invention, a certain number of the wing assembly struts each comprise at least one wing with aerofoil form, which wing is arranged or configured for rotation in a longitudinal section of the wing assembly strut which extends longitudinally between two nodes.

Claims

1. A flight unit for a vertically take-off and landing aircraft, wherein the flight unit comprises several drive units arranged on a framework structure comprising longitudinally extended framework struts interconnected at fixed node points, wherein at least some of the framework struts comprise at least one wing of an aerofoil shape that is arranged or configured to be rotatable relative to a wing section of the framework strut and/or relative to at least one support section of the framework strut, and wherein a support section of a framework strut is arranged and/or configured to be rotatable relative to another support section of the same framework strut.

2. The flight unit of claim 1, wherein the at least one wing is arranged or configured to be rotatable about a longitudinal axis of the framework strut.

3. The flight unit of claim 1, wherein the at least one wing is arranged or configured to enclose a wing section of the framework strut.

4. The flight unit of claim 1, wherein an angle of approach of the at least one wing is arranged adjustably across an angle range of from 0 to 270.

5. The flight unit of claim 1, wherein an adjustment of wings can be controlled individually and/or in groups.

6. The flight unit of claim 1, wherein the at least one wing has a rounded leading edge at its front, viewed in a direction of flow.

7. The flight unit of claim 1, wherein the at least one wing has a tapering trailing edge at its rear, viewed in a direction of flow.

8. The flight unit of claim 1, wherein the at least one wing has an inflow surface on its upper side that is curved relative to an outflow surface on its underside.

9. The flight unit of claim 1, wherein an inflow surface of a top of the at least one wing is convex in shape.

10. The flight unit of claim 1, wherein the framework structure comprises six outer framework struts to form an outer, polygon-shaped boundary and six inner framework struts to form an inner, star-shaped framework structure.

11. The flight unit of claim 1, wherein the flight unit is configured to be capable of being coupled with a transport unit of any aircraft by a controllable coupling device.

12. A flight unit for a vertically take-off and landing aircraft, wherein the flight unit comprises several drive units arranged on a framework structure comprising longitudinally extended framework struts interconnected at fixed node points, wherein at least some of the framework struts comprise at least one wing of an aerofoil shape that is arranged or configured to be rotatable relative to a wing section of the framework strut and/or relative to at least one support section of the framework strut, and wherein at least some of the several drive units comprise at least one turbine propeller.

13. A flight unit for a vertically take-off and landing aircraft, wherein the flight unit comprises several drive units arranged on a framework structure comprising longitudinally extended framework struts interconnected at fixed node points, wherein at least some of the framework struts comprise at least one wing of an aerofoil shape that is arranged or configured to be rotatable relative to a wing section of the framework strut and/or relative to at least one support section of the framework strut, and wherein wings are distributed within the framework structure at different framework struts in such a way that a pair of wings associated with outer framework struts and a pair of wings associated with inner framework struts are symmetrically opposite to one another as viewed from a central axis of the flight unit.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) TABLE-US-00001 FIG. 1a Plan view of a flight unit according to the invention in a first embodiment with four wings and 14 propeller drive units, FIG. 1b Plan view of a flight unit according to the invention in a second embodiment with four wings and 14 propeller drive units, FIG. 1c Plan view of a flight unit according to the invention in a third embodiment with six wings and 18 propeller drive units, FIG. 1d Plan view of a flight unit according to the invention in a fourth embodiment with four wings and 14 drive units each with two impellers, FIG. 2a Isometric representation of the flight unit in accordance with FIG. 1a in a climbing phase (lifting), FIG. 2b Isometric representation of the flight unit in accordance with FIG. 1a in a tilt-up or tilt-down phase, FIG. 2c Isometric representation of the flight unit in accordance with FIG. 1a in a forward flight phase, FIG. 3a Side view of the flight unit in accordance with FIG. 2a, FIG. 3b Side view of the flight unit in accordance with FIG. 2b, FIG. 3c Side view of the flight unit in accordance with FIG. 2c, FIG. 4a Isometric representation of an aircraft with the flight unit in accordance with FIG. 1b and a transport unit during the take-off of the aircraft in a climbing phase for the flight unit (lifting), FIG. 4b Isometric representation of the aircraft in accordance with FIG. 4a showing the flight unit in a tilt-up phase, FIG. 4c Isometric representation of the aircraft in accordance with FIG. 4a while the aircraft is cruising and with the flight unit in a forward flight phase, FIG. 5a Side view of the aircraft in accordance with FIG. 4a, FIG. 5b Side view of the aircraft in accordance with FIG. 4b, FIG. 5c Side view of the aircraft in accordance with FIG. 4c, FIG. 6a, b, c Isometric representation of the aircraft in accordance with FIG. 1c in a climbing phase (lifting), in a tilt-up or tilt-down phase and in a forward flight phase, FIG. 7a, b, c Side view of the flight unit in accordance with FIG. 6a, b, c, FIG. 8a, b, c Isometric representation of the flight unit in accordance with FIG. 1d in a climbing phase (lifting), in a tilt-up or tilt-down phase and in a forward flight phase, FIG. 9a, b, c Side view of the flight unit in accordance with FIG. 8a, b, c FIG. 10a Detailed isometric representation of a wing assembly strut with a wing and with rotary bearings arranged on both sides of the wing assembly strut, FIG. 10b Plan view of detailed representation in accordance with FIG. 10a, FIG. 11a Detailed isometric representation of a wing assembly strut with a wing and with rotary bearings arranged on and in contact with both sides of the wing, FIG. 11b Plan view of detailed representation in accordance with FIG. 11a, FIG. 12a Detailed isometric representation of a wing with three integrated rotary bearings, FIG. 12b Plan view of detailed representation in accordance with FIG. 12a.

(2) In the examples explained below, reference is made to the accompanying drawings, which form part of the examples and in which specific embodiments in which the invention can be put into practice, shown here for illustrative purposes.

(3) In this respect, directional terminology such as top, bottom, front, back, forward, rear etc. is used with reference to the orientation of the described figures. Since components of embodiments can be positioned in a number of different orientations, the directional terminology is used for illustrative purposes and is in no way restrictive.

(4) It is to be understood that other embodiments can be used and structural or logical changes made without departing from the protective scope of the present invention.

(5) It is further to be understood that the characteristics of the various embodiments described herein can be combined with each other unless specified to the contrary. The following detailed description is therefore not to be understood in a restrictive sense, and the protective scope of the present invention is defined by the appended claims.

(6) Identical or similar elements are assigned identical reference symbols in the drawings where appropriate.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

(7) The node points of the wing assembly include the node points of the interconnected wing assembly struts as well as the node points at which the wing assembly struts are connected to the central unit.

(8) The drive units are arranged at the node points of the interconnected wing assembly struts and/or in a longitudinal section of a few of the wing assembly struts, each one of which has a propeller.

(9) The twelve wing assembly struts form the wing assembly of the flight unit, wherein somesix in the typical embodimentouter wing assembly struts form the outer, polygon-shaped boundary of the wing assembly and a fewsix in the typical embodimentinner wing assembly struts form the inner, star-shaped wing assembly.

(10) In the star-shaped design of inner wing assembly, the imaginary geometrical extensions of the inner wing assembly struts extend together and radially from the central axis M of the flight unit or from the coinciding central axis of the central unit.

(11) Four of the twelve wing assembly struts each has a wing with an aerofoil shape, which is longitudinally extended in the direction of the respective longitudinally extended wing assembly strut, with two of those wings being longitudinally extended on an outer wing assembly strut and the other two wings being longitudinally extended on an inner wing assembly strut.

(12) Each wing is arranged or configured with the ability to rotate within a defined longitudinal section of the respective wing assembly strut (wing section) relative to the wing assembly struts.

(13) In addition to the wing section, the respective wing assembly strut has two further longitudinal sections (support sections) which adjoin the wing section on both sides and hold the wing alongside the wing assembly strut and within the wing assembly.

(14) The wings are distributed within the wing assembly at different wing assembly struts in such a way that the pair of wings associated with the outer wing assembly struts and the pair of wings associated with the inner wing assembly struts are symmetrically opposite to one another as viewed from the central axis M of the flight unit.

(15) In the intended direction of flight of the flight unit in a forward flight phase (shown as an arrow with the designation direction of flight), the flight unit can be aligned in such a way that all wings are arranged in their longitudinally extended form essentially at right angles to the direction of flight, whereby, viewed in the direction of flight, the individual wings of the pair of wings associated with the outer wing assembly struts are positioned one behind the other and the individual wings of the pair of wings associated with the inner wing assembly struts are positioned beside one another.

(16) FIG. 1b illustrates a flight unit in accordance with this invention in a second embodiment with a central unit, twelve longitudinally extended wing assembly struts, each of which extends between two node points of the wing assembly and, when interconnected, form the wing assembly, as well as fourteen drive units.

(17) The node points of the wing assembly include the node points of the interconnected wing assembly struts as well as the node points formed by the connection between the wing assembly struts and the central unit.

(18) The drive units are arranged close to the node points of the interconnected wing assembly struts and/or in a longitudinal section of a few of the wing assembly struts, each one of which has a propeller.

(19) The twelve wing assembly struts form the wing assembly of the flight unit, wherein a fewsix in the typical embodimentouter wing assembly struts form the outer, polygon-shaped boundary of the wing assembly while a fewsix in the typical embodimentinner wing assembly struts form the inner, star-shaped wing assembly.

(20) In the beam-shaped design of the inner wing assembly, the geometrically imaginary extensions of three inner wing assembly struts each start from an imaginary point on the central unit located outside the central axis M of the flight unit (not shown). The two imaginary points on the central unit are arranged on a line that passes through the central axis M of the flight unit and they are arranged symmetrically opposed to one another.

(21) In accordance with this invention, four inner wing assembly struts on the inner wing assembly, specifically in each case the more longitudinally extended one, symmetrically arranged opposite the wing assembly struts on the beam-shaped wing assembly, each features a longitudinally extended embodiment and arrangement of a wing.

(22) In turn, each wing is arranged or configured within a defined longitudinal section of the respective wing assembly strut (wing section) and with the ability to rotate relative to the wing assembly struts.

(23) In addition to the wing section, the respective wing assembly strut has two further longitudinal sections (support sections) which adjoin the wing section on both sides and hold the wing alongside the wing assembly strut and within the wing assembly.

(24) In the intended direction of flight of the flight unit in a forward flight phase (shown as an arrow with the designation Flight Direction), the flight unit can be aligned in such a way that all wings, when arranged in their longitudinally extended form are essentially almost at right angles to the direction of flight, wherein, viewed in the direction of flight, the wings are positioned in pairs behind one another and in pairs beside one another.

(25) FIG. 1c illustrates a flight unit in accordance with this invention in a third embodiment with a central unit, 16 interconnected, longitudinally extended wing assembly struts and 18 drive units.

(26) The node points on the wing assembly are formed by the interconnected wing assembly struts and by the wing assembly struts connected to the central unit.

(27) The drive units are arranged at the node points of the interconnected wing assembly struts and/or in a longitudinal section of a few of the wing assembly struts, each one of which has a propeller.

(28) The 16 wing assembly struts form the wing assembly on the flight unit, although a feweight in the typical embodimentexternally located wing assembly struts form the outer polygon-shaped perimeter of the wing assembly and a feweight in the typical embodimentinternally located wing assembly struts form the inner wing assembly, a combination of star and beam-shaped design.

(29) With the combined star and beam-shaped design of the inner wing assembly, the imaginary geometrical extensions from four of the inner wing assembly struts extend in a star-shaped or radial manner from central axis M on the flight unit and the imaginary geometrical extensions of the other four inner wing assembly struts extend outwards in pairs in a beam-shaped manner, each from an imaginary point on the central unit that is located away from the central axis M of the flight unit (not shown). The two imaginary points situated away from the flight unit are arranged on a line that passes through the central axis M of the flight unit and they are arranged symmetrically opposed to one another.

(30) In accordance with this invention, each of six wing assembly struts features a wing that is embodied in a longitudinally extended form in the direction of the relevant longitudinally extended wing assembly strut wherein two of those wings are longitudinally arranged in an extended manner relative to an outer wing assembly strut while each of the other four wings is arranged in a longitudinally extended form relative to an inner wing assembly strut on the beam-shaped design of wing assembly. Alternatively, each of the other four wings can be arranged relative to an inner wing assembly strut in the star-shaped design of wing assembly.

(31) The wings are distributed in such a way that the pair of wings associated with the outer wing assembly struts and the two pairs of wings associated with the inner wing assembly struts are symmetrically opposite to one another as viewed from the central axis M of the flight unit.

(32) In turn, each wing is arranged or configured within a defined longitudinal section of the respective wing assembly strut (wing section) and with the ability to rotate relative to the wing assembly struts.

(33) In addition to the wing section, the respective wing assembly strut has two further longitudinal sections (support sections) which adjoin the wing section on both sides and hold the wing alongside the wing assembly strut and within the wing assembly.

(34) In the intended direction of flight of the flight unit in a forward flight phase (shown as an arrow with the designation Flight Direction), the flight unit can be aligned in such a way that the two wings on the outer wing assembly struts are arranged broadly at right angles to the direction of flight when they are longitudinally extended while the four wings on the internal wing assembly struts are broadly arranged at right angles to the direction of flight when they are longitudinally extended.

(35) In this direction of flight, the wings on the pair of wings associated with the outer wing assembly struts are positioned behind one another while one pair of the wings associated with the inner wing assembly struts has the wings positioned behind one another and while the other pair has the wings positioned beside one another.

(36) FIG. 1d illustrates a flight unit in accordance with this invention in a fourth embodiment with a central unit, twelve interconnected, longitudinally extended wing assembly struts and 28 drive units.

(37) The node points on the wing assembly are formed by the interconnected wing assembly struts and by the wing assembly struts connected to the central unit.

(38) The drive units are arranged in pairs close to the node points of the interconnected wing assembly struts and/or in pairs on a longitudinal section of a few wing assembly struts and each has a turbine-propeller (known as an impeller) wherein each propeller is arranged in a cylindrically shaped flow tube.

(39) These impellers have a substantially smaller diameter than the diameters of propellers in the drive units in accordance with FIGS. 1a to 1c which means that a much greater number of drive units can be arranged on the wing assembly compared to the embodiments in accordance with FIGS. 1a to 1c and also that the support structure and therefore the entire circumferential dimension of the flight unit can be reduced.

(40) The flight unit in FIG. 1d is illustrated in magnified form compared to the flight unit in accordance with FIG. 1a, b, c. This enlarged view means that, in comparison, the central unit illustrated in FIG. 1d appears to be bigger.

(41) However, the central unit in FIG. 1d is the same size as the central unit in accordance with FIG. 1a, b, c although the circumference of the support structure in FIG. 1d is smaller than the circumference of the support structure provided for in accordance with FIG. 1a, b, c.

(42) Alternatively, a flight unit can be designed using a smaller impeller that can then provide more space for the arrangement of wings (not shown).

(43) The twelve wing assembly struts form the wing assembly of the flight unit, wherein somesix in the typical embodimentouter wing assembly struts form the outer, polygon-shaped boundary of the wing assembly and a fewsix in the typical embodimentinner wing assembly struts form the inner, star-shaped wing assembly.

(44) In the star-shaped design of inner wing assembly, the imaginary geometric extensions of the inner wing assembly struts extend together, radially from the central axis M of the flight unit.

(45) Four of the twelve wing assembly struts each has a wing which is longitudinally extended in the direction of the respective longitudinally extended wing assembly strut, with two of those wings being longitudinally extended on an outer wing assembly strut and the other two wings being longitudinally extended on an inner wing assembly strut.

(46) In turn, each wing is arranged or configured within a defined longitudinal section of the respective wing assembly strut (wing section) and with the ability to rotate relative to the wing assembly struts.

(47) In addition to the wing section, the respective wing assembly strut has two further longitudinal sections (support sections) which adjoin the wing section on both sides and hold the wing alongside the wing assembly strut and within the wing assembly.

(48) The wings are distributed in such a way that the pair of wings associated with the outer wing assembly struts and the pair of wings associated with the inner wing assembly struts are symmetrically opposite to one another as viewed from the central axis M of the flight unit.

(49) In the intended direction of flight of the flight unit in a forward flight phase (shown as an arrow with the designation Flight Direction), the flight unit can be aligned in such a way that all wings are arranged in their longitudinally extended form essentially at right angles to the direction of flight, whereby, viewed in the direction of flight, the individual wings of the pair of wings associated with the outer wing assembly struts are positioned one behind the other and the individual wings of the pair of wings associated with the inner wing assembly struts are positioned beside one another.

(50) FIGS. 2a to 2c and 3a to 3c show the flight unit in accordance with FIG. 1a in various flight phases.

(51) In the various flight phases, the rotatable wings are controlled individually or jointly with a variably adjustable angle of approach , which is enclosed between a wing assembly plane E formed by the wing assembly of the flight unit and a central cross-sectional plane of the wing, and individually adjusted according to the requirements of the respective flight conditions.

(52) The angle of approach can be further adjusted depending on the angle of inclination of the flight unit relative to the line of gravity S of the flight unit, or the wing positions in a certain angle of approach and the setting of the propellers of the drive units influence the inclination of the flight unit and therefore also the angle of inclination .

(53) FIGS. 2a, 3a show the flight unit in accordance with FIG. 1a in a climbing phase (lifting).

(54) In this flight phase, the flight unit is primarily in a horizontally aligned flight attitude in relation to the ground.

(55) The angle of inclination of the flight unit that extends between the wing assembly plane E and the perpendicular line of centre of gravity S of the flight unit measures about 90.

(56) In this flight phase, as shown, the wings with rotational movement capability, e.g., individually or together, are preferably set with an angle of approach of about 90.

(57) In a descent phase not shown here, equivalent positions of the angle of inclination of the flight unit and the angle of approach of the wings are provided.

(58) Alternatively, in a descent phase the angle of approach can be set to about 270 (not shown).

(59) The position of the wings facilitates lift during the climb phase (or also in the descent phase) and stabilises the flight attitude of the flight unit, which is essentially horizontal in relation to the ground, e.g., opposing the effects of crosswinds.

(60) In special situations such as, by way of example, unfavourable headwinds or tailwinds during the climb phase, the wings can be set individually or together to an angle of approach of about 270, preferably to an angle of approach of 180 to help the flight unit to decelerate when necessary (not shown).

(61) FIGS. 2b, 3b show the flight unit in accordance with FIG. 1a in a tilt-up or tilt-down phase.

(62) In this flight phase, the flight unit is primarily in an inclined flight attitude in relation to the ground.

(63) The angle of inclination of the flight unit is in one area less than 90 and greater than 0.

(64) In this flight phase, as shown, the wings with rotational movement capability, e.g., individually or together, are preferably set with an angle of approach of about 90 to about 180.

(65) The position of the wings in this area supports the upward and downward inclination of the flight unit while also stabilising the flight unit in this flight attitude of the transition from a horizontally directed flight attitude to an almost vertically directed flight attitude of the flight unit and vice versa.

(66) By way of example, FIG. 3b shows an angle of approach for all wings of about 155.

(67) FIGS. 2c, 3c show the flight unit in accordance with FIG. 1a in a forward flight phase also called the cruising phase.

(68) In this flight phase, the flight unit is primarily in an almost vertically aligned flight attitude in relation to the ground.

(69) The angle of inclination of the flight unit is about 0 or is close to 0.

(70) In this flight phase the wings with rotational movement capability are preferably set to an angle of approach within a range of roughly 45 to 135 in order to generate optimum airflow around, and corresponding lift power to, the wings for the forward flight and to be able to adjust the flight unit in its desired flight attitude and cruising altitude.

(71) By way of example, FIG. 3c shows an angle of approach for all wings of about 80.

(72) In certain situations, e.g., with the flight unit involved in a necessary deceleration situation or avoidance situation during straight-ahead or forward flight, one or more wings with an angle of approach of 0 to 180 can be adjusted (not shown) to slow down or redirect the flight unit.

(73) FIGS. 4a to 4c and 5a to 5c show an aircraft with a flight unit in accordance with FIG. 1b and with a transport unit coupled to the flight unit during various different flight phases.

(74) The transport unit shown has a lockable transport capsule with a longitudinally extended shaft, wherein the shaft is connected to the central unit of the flight unit by means of an articulated coupling.

(75) Objects or persons can be transported in the lockable transport capsule of the transport unit shown.

(76) In the various flight phases of the aircraft, the transport unit is oriented essentially perpendicular to the ground by means of the freely movable articulated coupling.

(77) The longitudinal axis L of the rotationally symmetrical transport unit therefore effectively coincides with the perpendicular force exerted by line of gravity S on the transport unit during the various flight phases of the aircraft.

(78) In the same manner, the vertical line of gravity S of the flight unit is essentially identical to the vertical line of gravity S of the transport unit attached to the flight unit, forming the common line of gravity S of the aircraft.

(79) FIGS. 4c and 5c show a possible special feature of the orientation of the transport unit in relation to the ground.

(80) Alternatively, in accordance with this invention, other transport units with other connection configurations can be coupled to the flight unit.

(81) In the various flight phases of the aircraft shown here, the wings with rotational movement capability on the flight unit, in accordance with FIG. 1b, can be operated individually or together with a variably adjustable angle of approach and in accordance with the individual requirements of the prevailing flight conditions of the aircraft.

(82) Furthermore, the angle of approach can be adjusted depending on the angle of inclination of the flight unit in accordance with FIG. 1b in relation to the line of gravity S of the flight unit or the aircraft, or the wing positions in a certain angle of approach and the setting of the propellers in the drive units can influence the inclination of the flight unit in accordance with FIG. 1b and therefore also the angle of inclination .

(83) The procedures and settings relating to the flight unit 1b in the different flight phases are comparable to the procedures and settings relating to the flight unit in accordance with FIG. 1a in the different flight phases described above. Consequently, the following section makes reference to the embodiments of FIGS. 2a to 2c and 3a to 3c regarding the description of the flight unit.

(84) FIGS. 4a, 5a show the aircraft in a climbing phase (lifting).

(85) In this flight phase, the flight unit is primarily in a horizontally aligned flight attitude in relation to the ground. In contrast, the transport unit with its longitudinal axis L is primarily oriented perpendicular to the ground.

(86) The angle of inclination of the flight unit that extends between the wing assembly plane E and the perpendicular line of centre of gravity S of the flight unit and/or the aircraft measures about 90.

(87) With reference to the description of the flight unit in this flight phase, the ensuing text makes reference to the embodiments shown in FIGS. 2a, 3a.

(88) In a descent phase that is not shown, corresponding positions of the angle of inclination of the flight unit and the angle of attack of the wings are provided.

(89) FIGS. 4b, 5b show the aircraft in a tilt-up or tilt-down phase.

(90) In this flight phase, the flight unit is primarily in an inclined flight attitude in relation to the ground whereas the transport unit with its longitudinal axis L is primarily oriented perpendicular to the ground, also during this flight phase.

(91) The angle of inclination of the flight unit is in one area less than 90 and greater than 0.

(92) In relation to the description of the flight unit in this flight phase, the ensuing text makes reference to the embodiments shown in FIGS. 2b, 3b.

(93) FIGS. 4c, 5c show the aircraft in a forward flight phase also referred to as the cruising phase.

(94) In this flight phase, the flight unit is essentially in an almost vertically aligned flight attitude with respect to the ground, but without colliding with the transport unit, which is oriented with its longitudinal axis L in this flight phase essentially vertically or almost vertically with respect to the ground.

(95) In other words, the shaft of the transport unit is so narrow and longitudinally extended that in this flight phase the flight unit, which is inclined downwards towards the ground, and in particular the wings of the flight unit, are not obstructed by the body of the transport unit.

(96) In addition, at the desired higher flight speed of the aircraft in the cruising phase, as shown, a resulting slight inclination of the transport unit can occur, relative to its longitudinal axis L, to its line of gravity S and therefore also relative to the ground. This results from the vector of the perpendicular action of gravity on the transport unit as well as the action of wind force on the transport unit.

(97) This physical effect also prevents a collision between the flight unit and the transport unit.

(98) In this typical embodiment the angle of inclination of the flight unit measures about 1.5.

(99) In relation to the description of the flight unit in this flight phase, the ensuing text makes reference to the embodiments shown in FIGS. 2c, 3c.

(100) FIGS. 6a to 6c and 7a to 7c show the flight unit in accordance with FIG. 1c in various flight phases.

(101) In the various flight phases of this flight unit in accordance with FIG. 1c, the wings with rotational movement capability are also controlled individually or together with a variably adjustable angle of approach and are adjusted individually in accordance with the requirements of prevailing flight conditions.

(102) The angle of approach can further be adjusted depending on the angle of inclination of the flight unit in accordance with FIG. 1c relative to the line of gravity S of the flight unit, or the wing positions in a certain angle of approach and the setting of the propellers of the drive units influence the inclination of the flight unit in accordance with FIG. 1c and therefore also influence angle of inclination .

(103) FIGS. 6a, 7a show the flight unit in accordance with FIG. 1c in a climbing phase (lifting).

(104) FIGS. 6b, 7b show the flight unit in accordance with FIG. 1c in a tilt-up or tilt-down phase.

(105) FIGS. 6c, 7c show the flight unit in accordance with FIG. 1c in a forward flight phase.

(106) The procedures and settings relating to the flight unit 1c in the different flight phases are comparable to the procedures and settings relating to the flight unit in accordance with FIG. 1a in the different flight phases described above. Consequently, reference is made to the embodiments of FIGS. 2a to 2c and 3a to 3c regarding the description of the flight unit.

(107) FIGS. 8a to 8c and 9a to 9c show the flight unit in accordance with FIG. 1d in various flight phases.

(108) In the various flight phases of this flight unit in accordance with FIG. 1c, the wings with rotational movement capability are also controlled individually or together with a variably adjustable angle of approach and are adjusted individually in accordance with the requirements of prevailing flight conditions, even when the influence of the wings on lift power and directional capability of the flight unit are less because of the reduced airflow across the wings from the impellers.

(109) Nevertheless, the angle of approach can be adjusted in response to the angle of inclination of the flight unit in accordance with FIG. 1d compared to the line of centre of gravity S of the flight unit. The wing positions in a certain angle of approach and the setting of the impellers of the drive units nevertheless influence the inclination of the flight unit in accordance with FIG. 1d and therefore also affect the angle of inclination .

(110) FIGS. 8a, 9a show the flight unit in accordance with FIG. 1d in a climbing phase (lifting).

(111) FIGS. 8b, 9b show the flight unit in accordance with FIG. 1d in a tilt-up or tilt-down phase.

(112) FIGS. 8c, 9c show the flight unit in accordance with FIG. 1d in a forward flight phase.

(113) The procedures and settings relating to the flight unit 1d in the different flight phases are comparable to the procedures and settings relating to the flight unit in accordance with FIG. 1a in the different flight phases described above. Consequently, reference is made to the embodiments of FIGS. 2a to 2c and 3a to 3c regarding the description of the flight unit.

(114) FIGS. 10a, b show in detail a section of a wing assembly strut with a wing arranged on it.

(115) The wing assembly strut extends between two node points on the wing assembly and it has one wing section and two support sections enclosing both sides of the wing section.

(116) Together, the wing section and the two support sections perform the support function for the relevant wing assembly strut inside the wing assembly.

(117) In the wing section, the wing assembly strut is designed as a wing in accordance with this invention, with an aerofoil shape (support surface). This therefore makes the cross-section of the wing much greater than the cross-section of the associated wing assembly strut that features the wing.

(118) The wing section has a rounded leading edge in the front direction of flow for incoming airflow to the wing and a pointed trailing edge in the rear direction of flow for the airflow away from the wing.

(119) This wing section is rigidly connected to both sides of the support section.

(120) The support sections on both sides are subdivided into a longer rotatable part of the support section which directly adjoins the wing section and is rigidly connected to it, and a shorter fixed part of the support section which in a slightly curved form rigidly adjoins the relevant node point of the wing assembly strut.

(121) The rotationally movable part and the fixed-position part of the respective support sections are connected together by a rotary bearing.

(122) This means that the wing formed in the wing section of the wing assembly strut together with the directly attached rotatable parts of the support section can be swivelled around its longitudinal axis relative to the fixed support sections of the wing assembly strut by means of the two rotary bearings, whereby the rotatable parts of the support section function as two rotary shafts supporting and guiding the wing.

(123) The bending load caused by the incoming airflow to the wing causes a slight angular change in the rotatable parts of the support sections connected to the wing in relation to the fixed parts of the respective support sections. This can be compensated for easily, for example through the use of spherical roller bearings that allow a certain degree of angular adjustment in the relative positions of the bearing elements.

(124) FIGS. 11a, 11b show in detail a section of a wing assembly strut in an alternative embodiment with a wing arranged on it.

(125) The wing assembly strut extends in the same way as the embodiment in accordance with FIG. 10a,b which is to say between two node points on the wing assembly and it has one wing section and two support sections enclosing both sides of the wing section.

(126) Together, the wing section and the two support sections perform the support function for the relevant wing assembly strut inside the wing assembly.

(127) The wing in the wing section is arranged with an aerofoil shape (support surface) in the same way as the wing in accordance with FIG. 10a,b.

(128) The wing section and the wing formed by it is connected by two rotary bearings to the rigid support sections of the wing assembly strut arranged on both sides.

(129) The rotary bearings can be arranged on the wing and flush to both sides of the wing or, in another embodiment, can be integrated entirely in the wing.

(130) This means that, in accordance with this typical embodiment, the wing formed in the wing section of the wing assembly strut can be pivoted around the longitudinal axis by means of the two rotary bearings relative to the fixed support sections of the wing assembly strut.

(131) The bending load acting on the fixed support sections as a result of the incoming airflow to the wing causes a slight change in the angle of the respective fixed support sections relative to the wing. This is also easy to compensate for through, by way of example, the use of spherical roller bearings that allow a certain angular position of the bearing elements relative to one another.

(132) This embodiment creates a higher bending load on the fixed support sections compared to the embodiment in accordance with FIG. 10a,b, while also creating a more stable mounting of the wing in all flight positions of the flight unit. Furthermore, this embodiment constitutes a simpler design embodiment for the adjustment capability of the wing relative to the wing assembly struts and it also makes the wings easier to replace when adjusting the aircraft to accommodate application-specific flight profiles.

(133) FIGS. 12a, 12b show in detail a section of a wing assembly strut in an alternative embodiment with a wing arranged on it.

(134) The wing assembly strut extends in the same way as the embodiment in accordance with FIGS. 10a, b and 11a, b which is to say between two node points on the wing assembly and it has one wing section and two support sections enclosing both sides of the wing section.

(135) The wing assembly struts in this embodiment have a continuous beam cross-section of the same size in the wing section as well as in the two support sections. This means that they are designed just like any other wing assembly struts of the wing assembly and they perform the same load-bearing function within the wing assembly.

(136) The wing in the wing section is formed with an aerofoil shape equivalent to the wing in accordance with FIG. 10a,b, 11a,b, whereby the wings in accordance with this typical embodiment enclose the wing assembly strut in the area of the wing section where the wing is arranged.

(137) The wing is connected to the wing section of the wing assembly strut by three rotary bearings that are arranged in the wing section.

(138) Therefore, in accordance with this typical embodiment, the wing formed in the wing section of the wing assembly strut can be pivoted around its longitudinal axis by means of the three rotary bearings in relation to the entire fixed wing assembly struts, with the wing assembly struts acting as a rotational axis that supports and mounts the wing with rotational movement capability.

(139) In this typical embodiment, the bending load acting on the supporting structure beams as a result of the incoming airflow to the wing is distributed as uniformly as possible over the uniformly formed wing assembly strut. This means that only a slight deflection of the wing assembly strut can be expected and that, in broad terms, the distributed rotary bearings do not experience any angular changes.

(140) This embodiment further improves the stability of the wing assembly and the flight characteristics and also makes it possible to use a simpler design of rotary bearing, such as a ball bearing or an anti-friction bearing.

LIST OF REFERENCE SIGNS

(141) 1 Flight unit a, b, c, d 2 Central unit 3 Wing assembly strut 4 Node point of wing assembly 5 Drive unit 6 Wing 7 Longitudinal section of wing assembly strut, wing section 8 Longitudinal section of wing assembly strut, support section 9 Propeller 10 Turbine propeller 11 Aircraft 12 Transport unit 13 Leading edge of wing 14 Trailing edge of wing 15 Part of support section a-static b-rotatable 16 Rotary bearing M Central axis of flight unit E Plane of wing assembly S Line of gravity L Longitudinal axis of transport unit Angle of inclination Angle of approach