aircraft

Abstract

An aircraft (1), particularly an eVTOL aircraft, comprising: an aircraft fuselage (2); a main wing (3) connected to the aircraft fuselage (2); a plurality of beam rotor carriers (11, 12, 13, 14) connected to the main wing (3) and extending at least substantially parallel to the longitudinal axis (x) of the aircraft (1) in a top view; wherein a plurality of rotors (20) are provided on each beam rotor carrier (11, 12, 13, 14), and wherein the wingspan of the main wing (3), particularly the main wing (3), defines the diameter of an imaginary circle (K) in a top view of the aircraft (1), and all components of the aircraft (1), particularly all components, are arranged within the imaginary circle (K) in a top view of the aircraft (1).

Description

Technical Field

[0001] This invention relates to an aircraft, and more particularly to a vertical takeoff and landing (VTOL) aircraft. Particularly preferred is the aircraft according to the invention as an electric, and especially purely electric, vertical takeoff and landing (eVTOL) aircraft. The aircraft of the invention comprises an aircraft fuselage, a main wing, and multiple beam-type rotor carriers, with multiple rotors arranged on the beam-type rotor carriers. Background Technology

[0002] Aircraft, especially electric-propelled aircraft capable of vertical takeoff and landing (eVTOL aircraft), typically have multiple propulsion devices that generate lift and / or forward thrust. These propulsion devices are usually designed as rotors, such as propellers or ducted propellers. The arrangement of these propulsion devices relative to the aircraft fuselage, and the structural connection between the propulsion devices and the aircraft fuselage, is one of the greatest challenges in aircraft design and manufacturing. This is because specific arrangements and / or specific structural conditions are often accompanied by aerodynamic, flight performance, and / or operational limitations. Therefore, there are various corresponding aircraft design schemes, such as those described in DE102019113548A1 or EP4056471A1.

[0003] However, operating in urban areas places further demands on eVTOL aircraft. These requirements include, for example, reduced noise emissions, high maneuverability, long range with as many stopover points as possible, and a small external size with the largest possible payload capacity. Existing aircraft concepts cannot adequately and / or simultaneously meet all of these requirements. Summary of the Invention

[0004] Therefore, the object of the present invention is to meet the above requirements and / or eliminate the disadvantages of the prior art. In particular, the object of the present invention is to provide an aircraft capable of operating entirely by electric power, which has the smallest possible external dimensions while providing the highest possible safety, range, and payload capacity.

[0005] The above objective is achieved by the aircraft according to claim 1. Preferred embodiments of the aircraft of the present invention are the subject of the dependent claims and / or described in the following description.

[0006] To address the aforementioned objectives, the present invention proposes an aircraft, preferably an eVTOL aircraft, comprising an aircraft fuselage, a main wing, and multiple rotor carriers. The main wing is connected to the aircraft fuselage, and preferably is used to generate lift during forward flight.

[0007] Specifically, the rotor carrier is configured to support multiple rotors. Furthermore, the rotor carrier is substantially beam-shaped or rod-shaped and connected to the main wing. Preferably, the rotor carrier is attached to the main wing. The rotor carrier may include aerodynamic fairings that disrupt the continuity of the beam-shaped shape of the rotor carrier at least in certain sections. For example, the rotor carrier may be aerodynamically covered at the location where it connects to the main wing, making the beam-shaped shape less identifiable.

[0008] In a top-down view of the aircraft, the rotor bearing components are at least substantially parallel to the longitudinal axis of the aircraft. In other words, each rotor bearing component extends along the longitudinal axis of the aircraft, although minor deviations in parallelism due to structural reasons cannot be ruled out.

[0009] In this invention, a "top view" refers to a view of the aircraft viewed from top to bottom along its vertical axis. Preferably, in a "top view," the observer is looking down from directly above the aircraft.

[0010] In the context of this invention, "the longitudinal axis of an aircraft" refers to the longitudinal axis of an aircraft, which is commonly used in aerospace terminology, i.e., the axis around which an aircraft rotates during its roll motion.

[0011] In the context of this invention, "the transverse axis of an aircraft" refers to the transverse axis of an aircraft, which is commonly used in aerospace terminology, i.e., the axis around which an aircraft rotates during pitching motion.

[0012] In the context of this invention, the term "vertical axis of an aircraft" refers to the vertical axis of an aircraft, which is commonly used in aerospace terminology, i.e., the axis around which an aircraft rotates during yaw motion.

[0013] Multiple rotors are arranged on each rotor carrier. Preferably, the rotors are arranged on top of the respective rotor carrier. This means that, in the vertical direction of the aircraft, it is advantageous to position the rotor carrier between the aircraft fuselage and the rotor. Each rotor preferably includes multiple blades.

[0014] Preferably, at least one of the plurality of rotor support components includes a first rotor support section and a second rotor support section. The first rotor support section may be arranged at an angle relative to the second rotor support section. In other words, the rotor support component may include a bend between the first rotor support section and the second rotor support section. Preferably, one of the plurality of rotors is arranged on the first rotor support section.

[0015] An angled first rotor support section helps ensure that the rotor on the first rotor support section has a structurally defined angle of attack, at least during forward flight, and / or allows for a better structurally designed angle of attack. This reduces the overall angle of attack of the aircraft during forward flight without sacrificing thrust. The advantage is that, due to the lower angle of attack of the aircraft fuselage, the total drag during forward flight is significantly reduced.

[0016] In one exemplary embodiment of the aircraft, the first rotor-bearing section is tilted relative to the second rotor-bearing section at a first angle. This first angle extends within a first angular plane parallel to the plane spanned by the longitudinal and vertical axes of the aircraft. In other words, the first rotor-bearing section may be tilted upwards or downwards relative to the second rotor-bearing section in the forward flight direction. Preferably, the first rotor-bearing section is tilted downwards relative to the second rotor-bearing section in the forward flight direction. For example, the tilt angle of the first rotor-bearing section relative to the second rotor-bearing section may be 5° to 45°, preferably 10° to 30°, and particularly preferably 15°. For the rotor plane of the rotor arranged on the first rotor-bearing section, this means that the rotor plane is tilted 5° to 45°, preferably 10° to 30°, and particularly preferably 15°, relative to the rotor plane of the rotor arranged on the second rotor-bearing section.

[0017] In the context of this invention, the term "rotor plane" refers to the plane in which the blades of a rotor rotate when the rotor is driven by a motor (preferably an electric motor).

[0018] Preferably, the first rotor-bearing section is positioned in front of the second rotor-bearing section in the direction of forward flight. Particularly preferably, the first rotor-bearing section is also positioned in front of the aircraft fuselage in the direction of forward flight.

[0019] In one exemplary improvement of the aircraft, at least two, preferably four, rotor carriers respectively comprise a first rotor carrier section and a second rotor carrier section. These two, preferably four, rotor carriers together constitute a first rotor carrier group. Preferably, the first angle between the first rotor carrier section and the second rotor carrier section remains the same across all rotor carriers in the first rotor carrier group.

[0020] Preferably, at least one of the plurality of rotor support components includes a third rotor support section. The third rotor support section may be angled relative to the second rotor support section. In other words, the rotor support component may have a bent portion between the second and third rotor support sections. Preferably, one of the plurality of rotors is arranged on the third rotor support section.

[0021] An angled third rotor support section helps ensure that the rotor on the third rotor support section has a structurally defined angle of attack, at least during forward flight, and / or allows for a better structurally designed angle of attack. This reduces the overall angle of attack of the aircraft during forward flight without sacrificing thrust. The advantage is that, due to the lower angle of attack of the aircraft fuselage, the total drag during forward flight is significantly reduced.

[0022] In another exemplary embodiment of the aircraft, the third rotor-bearing section is tilted relative to the second rotor-bearing section at a second angle. This second angle extends within a plane parallel to the plane spanned by the longitudinal and vertical axes of the aircraft. In other words, the third rotor-bearing section may be tilted upwards or downwards relative to the second rotor-bearing section in a direction opposite to the forward flight direction. Preferably, the third rotor-bearing section is tilted upwards relative to the second rotor-bearing section in a direction opposite to the forward flight direction. For example, the bending angle of the third rotor-bearing section relative to the second rotor-bearing section may be 5° to 45°, preferably 10° to 30°, and particularly preferably 15°. For the rotor plane of the rotor arranged on the third rotor-bearing section, this means that the rotor plane is tilted 5° to 45°, preferably 10° to 30°, and particularly preferably 15°, relative to the rotor plane of the rotor arranged on the second rotor-bearing section.

[0023] Preferably, the third rotor support section is arranged behind the second rotor support section in the forward flight direction. The second rotor support section may be arranged between the first and third rotor support sections in the forward flight direction. Particularly preferably, the third rotor support section is located at the rear of the aircraft fuselage in the forward flight direction.

[0024] The first angle between the first rotor support section and the second rotor support section can be equal to the second angle between the third rotor support section and the second rotor support section. This advantageously allows the rotors on the first rotor support section and the rotors on the third rotor support section to have the same angle of attack. Preferably, the first angle plane and the second angle plane are located in the same plane. Thus, the first rotor support section and the third rotor support section of the same rotor support can be arranged parallel to each other.

[0025] In one exemplary improvement of the aircraft, at least two, preferably four, rotor carriers respectively comprise a first rotor carrier section, a second rotor carrier section, and a third rotor carrier section. These two, preferably four, rotor carriers together constitute a first rotor carrier group. Preferably, the first angle between the first rotor carrier section and the second rotor carrier section and / or the second angle between the second rotor carrier section and the third rotor carrier section remain the same on all rotor carriers of the first rotor carrier group.

[0026] In an advantageous improvement to the aircraft, at least one of the plurality of rotor carriers is positioned on the upper side of the main wing. The upper side of the main wing is understood as the side where the airflow velocity is increased due to the airfoil effect when the airflow passes around it. Specifically, this can be the side of the main wing that is visible to an observer in a top-down view of the aircraft. Preferably, all rotor carriers are arranged on the upper side of the main wing. The advantage of this is that the rotor carriers can vertically separate the rotor from the main wing and the ground at the possible landing point, thereby effectively reducing adverse airflow interference from the rotor airflow to the ground and / or the main wing.

[0027] In another exemplary embodiment, when the aircraft performs vertical takeoff, vertical landing, and / or hovering flight, at least one rotor-bearing segment of at least one of the plurality of rotor carriers may be tilted relative to the horizontal plane; at least one rotor-bearing segment of at least one of the plurality of rotor carriers may be at least substantially parallel to the horizontal plane during forward flight. During vertical takeoff, vertical landing, and / or hovering flight, the tilt angle of at least one rotor-bearing segment of at least one of the plurality of rotor carriers relative to the horizontal plane may be 2° to 10°, preferably 4° to 8°, and particularly preferably 6°. For example, the second rotor-bearing segment of at least one of the plurality of rotor carriers may be tilted relative to the horizontal plane by 2° to 10°, preferably 4° to 8°, and particularly preferably 6° during vertical takeoff, vertical landing, and / or hovering flight. The second rotor-bearing segment of at least one of the plurality of rotor carriers may be at least substantially parallel to the horizontal plane during forward flight. This is particularly applicable to all second rotor-bearing segments of the first rotor carrier group. The advantage of this is that the corresponding rotor bearing section is parallel to the direction of the incoming flow when flying forward, so the resulting aerodynamic drag is extremely low and can be almost ignored.

[0028] In the context of this invention, the term "hovering" or "hovering flight" should be understood as stationary flight in one location.

[0029] The aircraft may include an outer rotor carrier on both the left and right sides. Preferably, the outer rotor carrier is connected to the main wing, particularly positioned on the upper side of the main wing. Preferably, the outer rotor carrier is beam-shaped. In a top view of the aircraft, the outer rotor carrier may extend at least substantially parallel to the longitudinal axis of the aircraft. Preferably, a rotor is provided at each end of the outer rotor carrier. The outer rotor carrier advantageously ensures that the rotors arranged thereon are spaced apart from the main wing in both the longitudinal and vertical directions. Preferably, during vertical takeoff, vertical landing, and / or hovering flight, the outer rotor carrier is tilted relative to the horizontal plane. During forward flight, the outer rotor carrier may be at least substantially parallel to the horizontal plane. The advantage of this is that the outer rotor carrier is parallel to the direction of the incoming airflow during forward flight, thus the resulting aerodynamic drag is negligible.

[0030] In another exemplary embodiment of the aircraft, at least a portion of the plurality of rotors are arranged in a transverse row.

[0031] In the context of this invention, the term "horizontal row" refers to an arrangement of multiple rotors that together form a row of rotors that, in particular, extend substantially transversely to the longitudinal axis of the aircraft in a top view.

[0032] Preferably, the aircraft comprises multiple horizontal rows. These horizontal rows can be arranged in a staggered arrangement relative to the forward flight direction. For example, there can be a first horizontal row and a second horizontal row, with the first horizontal row correspondingly positioned in front of the second horizontal row along the longitudinal direction or the forward flight direction. Preferably, the aircraft comprises a total of four horizontal rows. The advantage of multiple horizontal rows is that, during flight operation, the blade load of each rotor can be distributed particularly favorably among all rotors. Furthermore, multiple horizontal rows can improve the aircraft's safety and maneuverability.

[0033] Preferably, at least one row of rotors is arranged on the first rotor support section of each rotor support member, particularly on the first rotor support section of each rotor support member of the first rotor support group. For example, the rotors in the outermost row (particularly the first row) relative to the longitudinal axis of the aircraft can be arranged on the first rotor support section of each rotor support member, particularly on the first rotor support section of each rotor support member of the first rotor support group.

[0034] Optionally or additionally, at least one transverse row of rotors may be arranged on the third rotor support section of each rotor support member, particularly on the third rotor support section of each rotor support member of the first rotor support group. For example, the rotors in the outer transverse row (particularly the fourth transverse row) relative to the longitudinal axis of the aircraft may be arranged on the third rotor support section of each rotor support member, particularly on the third rotor support section of each rotor support member of the first rotor support group.

[0035] At least a portion of the rotors in at least one, preferably two, horizontal rows can be arranged on the second rotor support section of each rotor support member, particularly on the second rotor support section of each rotor support member of the first rotor support group. For example, at least a portion of the rotors in one or more horizontal rows centered relative to the longitudinal axis of the aircraft (particularly the second and / or third horizontal rows) can be arranged on the second rotor support section of each rotor support member, particularly on the second rotor support section of each rotor support member of the first rotor support group. Another portion of the rotors in the horizontal row centered relative to the longitudinal axis of the aircraft (the centered horizontal row can be one or more horizontal rows) can be arranged on the outer rotor support member.

[0036] The number of rotors in one row can differ from the number of rotors in another row. However, at least two rows can also have the same number of rotors. Preferably, each row includes at least four rotors.

[0037] In a preferred improvement, the outer rows distributed along the longitudinal axis of the aircraft include fewer rotors than the middle rows. For example, the front and rear rows along the longitudinal or forward flight direction may include fewer rotors than the middle rows (which can be one or more rows). Thus, in an exemplary embodiment, the first and fourth rows along the longitudinal or forward flight direction may each include four rotors. The second and third rows may each include six rotors. The varying number of rotors further facilitates better distribution of blade loads across all rotors during flight operations. This can further improve the safety and maneuverability of the aircraft.

[0038] In a top view of the aircraft, at least one row of rotors may be concave relative to the transverse axis of the aircraft. In other words, the rotors of the corresponding row can be arranged in a way that, if the pivot points of the individual rotors are connected by an imaginary line, that imaginary line is concave relative to the transverse axis of the aircraft. In the context of this invention, the term "pivot point" refers to a point on the rotor's axis of rotation around which the blades of the corresponding rotor rotate when the rotor is driven or rotated.

[0039] A concave transverse arrangement advantageously means that the rotors can be arranged in an elliptical shape in the top view of the aircraft. This allows the rotors to be arranged in a particularly space-efficient manner. In particular, if the aircraft is confined to a predetermined area (preferably a predetermined circular area) in the top view, the elliptical arrangement helps to achieve optimal rotor distribution within that area or circular area. Furthermore, the elliptical arrangement of the rotors can achieve optimal lift distribution by reducing drag. This arrangement can improve the aerodynamic efficiency of the aircraft, enabling it to fly greater distances.

[0040] Preferably, in the top view of the aircraft, the multiple horizontal rows are concave relative to the transverse axis of the aircraft. Alternatively or additionally, in the top view of the aircraft, one or more horizontal rows may be formed substantially parallel to the transverse axis of the aircraft. For example, the outer horizontal rows relative to the longitudinal axis of the aircraft, particularly the first and / or fourth horizontal rows along the longitudinal direction or forward flight direction, may each be substantially parallel to the transverse axis of the aircraft in the top view of the aircraft. The middle horizontal rows relative to the longitudinal axis of the aircraft (which may be one or more horizontal rows), particularly the second and / or third horizontal rows along the longitudinal direction or forward flight direction, may be concave relative to the transverse axis of the aircraft in the top view of the aircraft.

[0041] In another exemplary embodiment of the aircraft, the rotor planes of the rotors in a single row may be tilted relative to the longitudinal axis of the aircraft. Preferably, the rotor planes of all rotors in the same row have the same tilt relative to the longitudinal axis of the aircraft. The rotor planes of multiple rows of rotors are all tilted relative to the longitudinal axis of the aircraft, particularly having the same tilt. For example, the rotor planes of the rotors in the outer rows (particularly the first and fourth rows along the longitudinal or forward flight direction) relative to the longitudinal axis of the aircraft may be tilted relative to the longitudinal axis of the aircraft. Preferably, the rotor planes of the rotors in the outer rows (particularly the first and fourth rows along the longitudinal or forward flight direction) relative to the longitudinal axis of the aircraft have the same tilt relative to the longitudinal axis of the aircraft. Alternatively or additionally, the rotor planes of the rotors in the middle rows (which may be one or more rows), particularly the second and / or third rows along the longitudinal or forward flight direction, may be tilted relative to the longitudinal axis of the aircraft. Preferably, the tilt of the rotor plane of the second and / or third rotor rows relative to the longitudinal axis of the aircraft (which can be one or more rows), particularly along the longitudinal direction or forward flight direction, can be different from the tilt of the rotor plane of the outer rows.

[0042] A tilted rotor plane helps ensure that the corresponding transverse rotors have a structurally defined angle of attack, at least when the aircraft is flying forward. This allows for a reduction in the overall angle of attack during forward flight without sacrificing thrust. The advantage is that, due to the reduced fuselage tilt, the total drag of the aircraft during forward flight is significantly reduced.

[0043] In one exemplary improvement, the rotor planes of the outer rows of rotors relative to the longitudinal axis of the aircraft, particularly the first and fourth rows along the longitudinal or forward flight direction, can be tilted relative to the rotor planes of the middle rows (which can be one or more rows), particularly the second and / or third rows along the longitudinal or forward flight direction, said middle rows being the middle rows relative to the longitudinal axis of the aircraft. The advantage of doing so is that this tilt angle is between 5° and 45°, preferably between 10° and 30°, and most preferably 15°. Such an angle range or tilt angle has particularly advantageous aerodynamic effects.

[0044] In one exemplary embodiment, the rotors of the middle row (which can be one or more rows) relative to the longitudinal axis of the aircraft, particularly the second and / or third rows along the longitudinal or forward flight direction, can be arranged such that the rotor planes of the middle row (which can be one or more rows) relative to the longitudinal axis of the aircraft, particularly the second and third rows along the longitudinal or forward flight direction, are substantially parallel to the horizontal plane during forward flight of the aircraft, and tilted relative to the horizontal plane by 2° to 10°, preferably 4° to 8°, and most preferably 6°, during vertical takeoff, vertical landing, and / or hovering flight.

[0045] As the aircraft flies forward, the pivot point of one row of rotors can be offset vertically relative to the pivot point of another row of rotors. For example, as the aircraft flies forward, the pivot point of the first row of rotors can be set lower vertically than the pivot points of the second and / or third rows of rotors. Additionally or alternatively, as the aircraft flies forward, the pivot points of the second and / or third rows of rotors can be set lower vertically than the pivot point of the fourth row of rotors. In other words, as the aircraft flies forward, the pivot points of the middle row of rotors (which can be one or more rows) can be arranged vertically between the pivot points of the two outer rows of rotors relative to the aircraft's longitudinal axis. This vertically stepped arrangement or vertical offset can help minimize interference between rotors in different rows as they fly forward. Additionally or alternatively, the pivot points of the rotors in the middle row (which can be one or more rows), particularly the pivot points of the rotors in the second and third rows, are arranged on the same horizontal plane in the vertical direction during forward flight. This has the advantageous effect of minimizing interference between the rotors and the wings, and especially minimizing interference between the rotors and the main wing.

[0046] In another exemplary embodiment, the aircraft may be configured to perform vertical takeoff, vertical landing, and / or hovering using all rotors. Simultaneously, the aircraft may be configured to stop rotating at least a portion of the rotors in the middle row (which may be one or more rows) relative to the aircraft's longitudinal axis, particularly in the second and / or third rows along the longitudinal direction or the forward flight direction, during forward flight. Preferably, the blades of at least a portion of the rotors in the middle row (which may be one or more rows) relative to the aircraft's longitudinal axis are adjusted to be parallel to the aircraft's longitudinal axis and then stationary in this orientation.

[0047] For example, when the aircraft is flying forward, it only uses the outermost row of rotors located outside the aircraft's longitudinal axis, specifically only the first and / or fourth row of rotors along the longitudinal direction or the forward flight direction. In other words, the aircraft can be configured such that the outermost row of rotors located outside the aircraft's longitudinal axis, preferably only the outermost row of rotors located outside the aircraft's longitudinal axis, generates thrust during forward flight, which drives the aircraft to fly in the forward flight direction.

[0048] During forward flight, a portion of the total lift required can be provided by the main wing. This is due to the rational design of the main wing's structure and layout, which allows it to receive the airflow that generates lift during forward flight. Reducing the number of working rotors during forward flight can effectively reduce the aerodynamic drag generated by rotors that are not required for lift.

[0049] Preferably, the aircraft can operate as an octocopter when flying forward, while having more than eight rotors for vertical takeoff, vertical landing and / or hovering.

[0050] In the context of this invention, the term "octoprotor" refers to an aircraft that operates using eight drive units (specifically, eight rotors).

[0051] The rotors can be arranged and / or configured such that each of the plurality of rotors and / or at least a portion of the plurality of rotors generates thrust during vertical takeoff, vertical landing, and / or hovering, the thrust including a horizontal force component in addition to a vertical force component. Preferably, the horizontal force components of the respective rotors cancel each other out during vertical takeoff, vertical landing, and / or hovering. This advantageously enables the aircraft to remain stable in the horizontal direction during vertical takeoff, vertical landing, and / or hovering flight without generating horizontal acceleration.

[0052] For example, during vertical takeoff, vertical landing, and / or hovering, the rotors in the outermost rows relative to the aircraft's longitudinal axis, particularly the first and / or fourth rows along the longitudinal or forward flight direction, can generate thrust with a first horizontal force component. The rotors in the middle rows (which may include one or more rows) relative to the aircraft's longitudinal axis, particularly the second and / or third rows along the longitudinal or forward flight direction, can generate thrust with a second horizontal force component. Preferably, during vertical takeoff, vertical landing, and / or hovering, the first and second horizontal force components cancel each other out. In another exemplary embodiment, the plurality of rotors are configured and / or arranged such that, in a top view of the aircraft, none of the plurality of rotors overlaps with the main wing. In other words, the rotors are offset from the main wing in the longitudinal and / or lateral directions. The advantage of this is that the downwash airflow generated by the rotating rotors does not directly point towards the main wing, which prevents or at least reduces the negative impact of the downwash airflow from the rotors on the airflow of the main wing.

[0053] The number of blades on multiple rotors can vary depending on the rotor and / or the row arrangement. For example, the number of blades on a first rotor may differ from the number of blades on another second rotor. Preferably, the number of blades on one row of rotors differs from the number of blades on another row of rotors. Regardless of the above, the number of blades on rotors within the same row can be the same. Preferably, the number of blades on the outer rows of rotors located outside the longitudinal axis of the aircraft is greater than the number of blades on the middle rows of rotors (which may include one or more rows) relative to the longitudinal axis of the aircraft. For example, the outer rows of rotors located outside the longitudinal axis of the aircraft, particularly the first and / or fourth rows along the longitudinal or forward direction of flight, may include three or four blades. The middle rows of rotors (which may include one or more rows) relative to the longitudinal axis of the aircraft, particularly the second and / or third rows along the longitudinal or forward direction of flight, may include two blades. Its advantage lies in the fact that different numbers of blades can allow for differentiated distribution of blade loads across multiple rotors, resulting in better aerodynamic performance.

[0054] In a favorable improvement to the aircraft, the main wing extends symmetrically to the left and right from the fuselage. The main wing may comprise multiple wing segments on both the left and right sides. For example, the main wing may comprise three wing segments on each side. These wing segments may vary in angle of attack, wing thickness, wing surface area, wing chord length, and / or wing sweep angle. Different wing segments allow for optimal matching of the airfoil to the incoming flow conditions at corresponding locations. Preferably, two adjacent wing segments are connected to each other over one of the plurality of rotor carriers, and / or connected to each other through one of the plurality of rotor carriers. For example, the wing segments may be joined together over one of the plurality of rotor carriers. Additionally or alternatively, two adjacent wing segments may be separated or isolated from each other through one of the plurality of rotor carriers. This facilitates the assembly and / or disassembly of the aircraft, thereby meeting transportation requirements.

[0055] The first wing section may be disposed on the aircraft fuselage and / or one of the plurality of rotor carriers. Preferably, the first wing section is disposed between the aircraft fuselage and the second wing section, particularly relative to the transverse axis of the aircraft. The first wing section may differ from the second wing section, particularly in terms of chord length (especially mean aerodynamic chord length), maximum airfoil thickness, and / or wing sweep angle.

[0056] In one improved design, the sweep angle of the second wing section can be varied. For example, the sweep angle of the second wing section can be increased along the transverse axis of the aircraft. Alternatively or additionally, the airfoil thickness of the second wing section can be varied. For example, the airfoil thickness of the second wing section can be varied along the transverse axis of the aircraft, particularly decreased.

[0057] Advantageously, the second wing section is positioned between the first and third wing sections, particularly relative to the transverse axis of the aircraft. The third wing section can form the wingtip of the main wing.

[0058] In another exemplary embodiment of the aircraft, the aircraft may include one or more auxiliary wings. For example, the aircraft may include a first auxiliary wing and a second auxiliary wing. The auxiliary wings can advantageously improve the aerodynamic stability of the aircraft, preferably improving the aerodynamic stability of the aircraft during forward flight, and most preferably improving the inherently stable pitch characteristics about the lateral axis of the aircraft during forward flight. Alternatively or additionally, the auxiliary wings can be used to reinforce or strengthen the aircraft at appropriate locations, which has the advantage of improving aircraft safety. Preferably, the first auxiliary wing is positioned forward of the aircraft fuselage in the forward flight direction. The first auxiliary wing may be arranged on one or more rotor carriers. Advantageously, the first auxiliary wing connects the rotor carriers of a first rotor carrier group to each other. Relative to the longitudinal axis of the aircraft, the first auxiliary wing may be arranged between the first rotor carrier section and the second rotor carrier section. Alternatively or additionally, the first auxiliary wing may be arranged and / or configured such that, in a top view of the aircraft, none of the plurality of rotors overlaps with the first auxiliary wing. In other words, the rotors are offset or spaced apart from the first auxiliary wing in the longitudinal and / or lateral directions. The first auxiliary wing can be advantageously configured to reinforce or strengthen the aircraft, particularly its structure. Alternatively or additionally, the first auxiliary wing can have an aerodynamic instability effect, which can improve the aircraft's maneuverability.

[0059] Preferably, the second auxiliary wing is positioned at the rear of the aircraft fuselage or at the height of the tail section of the aircraft fuselage in the forward flight direction. The second auxiliary wing can be arranged on one or more rotor carriers. Advantageously, the second auxiliary wing connects the rotor carriers of the first rotor carrier group to each other. Relative to the longitudinal axis of the aircraft, the second auxiliary wing can be arranged between the second rotor carrier section and the third rotor carrier section. Alternatively or additionally, in a top view of the aircraft, the second auxiliary wing can be arranged and / or configured such that none of the plurality of rotors overlaps with the second auxiliary wing. In other words, the rotors are offset or spaced apart from the second auxiliary wing in the longitudinal and / or lateral directions. The second auxiliary wing can advantageously improve the aerodynamic stability of the aircraft, preferably improving the aerodynamic stability of the aircraft in forward flight, and most preferably improving the inherently stable pitch characteristics about the transverse axis of the aircraft in forward flight. Alternatively or additionally, the second auxiliary wing can be configured to reinforce or strengthen the aircraft, particularly the aircraft structure.

[0060] In another exemplary embodiment, the aircraft may include a vertical stabilizer. Preferably, the vertical stabilizer is disposed at the rear end of one of the plurality of rotor carriers relative to the forward flight direction, and more preferably at the rear end of a third rotor carrier segment of one of the plurality of rotor carriers along the forward flight direction. Preferably, the vertical stabilizer projects upward. In other words, the vertical stabilizer may be arranged and / or configured such that the vertical stabilizer projects upward from the rotor carrier in the vertical direction.

[0061] The horizontal stabilizer can be positioned above the vertical stabilizer. This means, for example, that the horizontal stabilizer is arranged and / or configured on the vertical stabilizer such that, relative to the vertical axis of the aircraft, the vertical stabilizer is positioned between the horizontal stabilizer and the rotor support.

[0062] The aircraft may also include multiple vertical stabilizing surfaces. Preferably, each vertical stabilizing surface is arranged on one of the multiple rotor carriers. For example, each rotor carrier of the first rotor carrier group may have one vertical stabilizing surface. Preferably, these vertical stabilizing surfaces are connected to each other by horizontal stabilizing surfaces.

[0063] In another exemplary embodiment, the aircraft includes landing gear. Preferably, the landing gear is disposed on and / or connected to the aircraft fuselage. The landing gear can be configured as a three-point or four-point landing gear. In other words, upon landing, the aircraft contacts the ground through three or four contact points of the landing gear.

[0064] Preferably, the landing gear includes wheels. In the landing configuration, the wheels (and particularly only these wheels) are in contact with the ground. This can provide the advantage of giving the aircraft particularly good maneuverability on the ground.

[0065] In an advantageous improvement, the wheels are connected to the aircraft fuselage via a landing gear structure. The landing gear structure can be configured to space the wheels from the aircraft fuselage and / or to transfer forces between the wheels and the aircraft fuselage. Preferably, each wheel is connected to the aircraft fuselage via its own landing gear structure. The landing gear structure may include aerodynamic fairings. Aerodynamic fairings can advantageously reduce the air resistance of the aircraft during flight, particularly the air resistance of the landing gear.

[0066] Alternatively, the landing gear can also be constructed as a skid landing gear.

[0067] In another exemplary embodiment, the aircraft may include at least two support structures at the rear of the aircraft fuselage. These support structures are preferably configured to connect the rear of the aircraft fuselage to one of the plurality of rotor carriers, respectively. Alternatively or additionally, the support structures may also be configured to connect the rear of the aircraft fuselage to a second auxiliary wing. The support structures may extend from the rear of the aircraft fuselage in longitudinal, lateral, and vertical directions. Preferably, the at least two support structures have different extensions relative to the transverse axis of the aircraft. For example, the first support structure may extend upward and to the left against the forward flight direction. The second support structure may extend upward and to the right against the forward flight direction. These support structures can advantageously improve the stability of the aircraft, particularly the stability between the aircraft fuselage and the rotor carriers.

[0068] In one advantageous improvement, the support structure is covered with an aerodynamic shape. This aerodynamic fairing can advantageously reduce the air resistance of the aircraft during flight.

[0069] Another exemplary embodiment of the aircraft is configured such that the main wing, and particularly the wingspan of the main wing, defines the diameter of an imaginary circle in the top view of the aircraft. Preferably, all components of the aircraft are arranged within the aforementioned imaginary circle. This means that no component of the aircraft (including the rotating rotor) protrudes outside the imaginary circle.

[0070] This design advantageously ensures that maximum lift can be generated within a highly compact external aircraft size. This applies not only to the main wing but also to the rotor. By making the best use of the circular area, the rotor's surface load can be significantly reduced, thereby also significantly reducing noise emissions.

[0071] From a three-dimensional perspective, the main wing, especially its wingspan, can define the diameter of an imaginary cylinder. All components of the aircraft can be arranged within this imaginary cylinder. This cylinder can extend parallel to (and particularly coaxial with) the vertical axis of the aircraft. Preferably, the diameter of the circle or the diameter of the cylinder is less than or equal to 15 meters. Aircraft constructed in this way are particularly suitable for flight operations in urban terrain.

[0072] The present invention, and its advantageous further embodiments, can also be described by way of example from the following aspects. The features disclosed in these aspects can be combined with the foregoing features in any way, provided that it is technically suitable and appropriate.

[0073] Aspect 1: An aircraft, particularly an eVTOL aircraft, comprising: (a) Aircraft fuselage (b) The main wing connected to the aircraft fuselage. (c) A plurality of beam-type rotor bearings, said beam-type rotor bearings being connected to the main wing and extending at least substantially parallel to the longitudinal axis of the aircraft in a top view, wherein (d) Multiple rotors are provided on each rotor carrier.

[0074] Aspect 2 of the aircraft according to aspect 1, wherein at least one of the plurality of rotor carriers It includes a first rotor support section and a second support section, wherein the first rotor support section is arranged at an angle relative to the second rotor support section, and wherein one of the plurality of rotors is arranged on the first rotor support section.

[0075] Aspect 3 of the aircraft according to aspect 2, wherein the first rotor bearing section is angularly positioned relative to the second rotor bearing section at a first angle, and the first angle extends in a first angular plane, the first angular plane being parallel to the plane spanned by the longitudinal axis and the vertical axis of the aircraft.

[0076] Aspect 4: An aircraft according to any one of Aspects 2 or 3, wherein the first rotor bearing section The tilt angle of the second rotor bearing section relative to the same rotor bearing component is 5° to 45°, preferably 10° to 30°, and most preferably 15° to 20°.

[0077] Aspect 5: An aircraft according to any one of Aspects 2 to 4, wherein the first rotor is arranged... The rotor plane of the rotor on the bearing section is inclined at 5° to 45° relative to the rotor plane of the rotor arranged on the second rotor bearing section, preferably 10° to 30°, and particularly preferably 15° to 20°.

[0078] Aspect 6: The aircraft according to any one of Aspects 2 to 5, wherein, in the forward flight direction, The first rotor support section is arranged in front of the second rotor support section.

[0079] Aspect 7: The aircraft according to any one of Aspects 2 to 6, wherein in the second rotor bearing section It has two rotors mounted on top.

[0080] Aspect 8: An aircraft according to any one of Aspects 2 to 7, wherein at least two, preferably four The rotor bearing components include a first rotor bearing section and a second rotor bearing section, and these two... Four rotor bearing components, preferably selected from one to four, together form the first rotor bearing group.

[0081] Aspect 9: The aircraft according to any one of Aspects 2 to 8, wherein the plurality of rotor carriers At least one of them includes a third rotor support section, the third rotor support section being angled relative to the second rotor support section, and wherein one of the plurality of rotors is arranged on the third rotor support section.

[0082] Aspect 10 of the aircraft according to aspect 9, wherein the third rotor bearing section is at a second angle The second angle is inclined relative to the second rotor bearing section, and the second angle extends in a second angle plane that is parallel to the plane spanned by the longitudinal axis and the vertical axis of the aircraft.

[0083] Aspect 11: An aircraft according to any one of Aspects 9 or 10, wherein the third rotor bearing section... The tilt angle of the second rotor bearing section relative to the same rotor bearing component is 5° to 45°, preferably 10° to 30°, and most preferably 15° to 20°.

[0084] Aspect 12: The aircraft according to any one of Aspects 9 to 11, wherein the third rotor... The rotor plane of the rotor on the wing-bearing section is inclined at 5° to 45° relative to the rotor plane of the rotor arranged on the second rotor-bearing section, preferably 10° to 30°, and most preferably 15° to 20°.

[0085] Aspect 13: An aircraft according to any one of Aspects 9 to 12, wherein, in the forward flight direction, the third rotor-bearing section is arranged behind the second rotor-bearing section.

[0086] Aspect 14: An aircraft according to any one of Aspects 9 to 13, wherein the first rotor bearing section and the third rotor bearing section of the same rotor bearing are arranged parallel to each other.

[0087] Aspect 15 The aircraft according to any one of Aspects 9 to 14, wherein at least two, preferably four, rotor carriers, each rotor carrier including the first rotor carrier section, the second rotor carrier section and the third rotor carrier section, and the two, preferably four, rotor carriers together constitute the first rotor carrier group.

[0088] Aspect 16: The aircraft according to any of the preceding aspects, wherein at least one, preferably all, of the plurality of rotor carriers is arranged on the upper surface of the main wing.

[0089] Aspect 17: An aircraft according to any one of Aspects 2 to 16, wherein, during vertical takeoff, vertical landing and / or hovering flight operations, at least one rotor carrier segment, preferably a second rotor carrier segment, of at least one of the plurality of rotor carriers is tilted relative to the horizontal plane, particularly tilted by 2° to 10°, preferably 4° to 8°, most preferably 6°, and oriented at least substantially parallel to the horizontal plane during forward flight.

[0090] Aspect 18: An aircraft according to any one of Aspects 8 or 15, wherein, during hovering flight of the aircraft, the second rotor bearing section of each rotor bearing member of the first rotor bearing assembly is tilted relative to the horizontal plane, particularly tilted by 2° to 10°, preferably 4° to 8°, most preferably 6°, and oriented substantially parallel to the horizontal plane during forward flight of the aircraft.

[0091] Aspect 19: An aircraft according to any of the foregoing aspects, wherein the aircraft includes beam-type outer rotor carriers on the left and right sides, each outer rotor carrier being connected to the main wing, the outer rotor carriers extending at least substantially parallel to the longitudinal axis of the aircraft in a top view of the aircraft, and each outer rotor carrier having a rotor at each end.

[0092] Aspect 20 is an aircraft that combines aspect 19 with aspect 8 or aspect 15, wherein, in the transverse direction of the aircraft, the first rotor carrier assembly is arranged between the outer rotor carriers.

[0093] Aspect 21: An aircraft according to any one of Aspects 19 or 20, wherein at least one of the outer rotor carriers, preferably all of the outer rotor carriers, is arranged on the upper surface of the main wing.

[0094] Aspect 22: An aircraft according to any one of Aspects 19 to 21, wherein, during vertical takeoff, vertical landing and / or hovering flight operations, at least one of the outer rotor carriers, preferably all of the outer rotor carriers, is tilted relative to the horizontal plane, particularly tilted by 2° to 10°, preferably 4° to 8°, most preferably 6°, and is oriented at least substantially parallel to the horizontal plane during forward flight.

[0095] Aspect 23: The aircraft according to any of the foregoing aspects, wherein, along the longitudinal axis of the aircraft, the plurality of rotors are arranged in a plurality of forward and backward transverse rows.

[0096] Aspect 24 is the aircraft described in aspect 23, wherein each row comprises at least four rotors.

[0097] Aspect 25: The aircraft according to aspect 23 or 24, wherein at least two of the plurality of rows have different numbers of rotors.

[0098] Aspect 26: An aircraft according to any one of Aspects 23 to 25, wherein the aircraft comprises at least three, preferably four, horizontal rows.

[0099] Aspect 27: An aircraft according to any one of aspects 23 to 25 in conjunction with aspect 26, wherein the number of rotors contained in the outer transverse row relative to the longitudinal axis of the aircraft is less than the number of rotors contained in the middle transverse row relative to the longitudinal axis of the aircraft.

[0100] Aspect 28, in conjunction with any one of aspects 23 to 27, describes an aircraft, wherein each outer row relative to the longitudinal axis of the aircraft comprises four rotors, and / or the middle row relative to the longitudinal axis of the aircraft comprises six rotors.

[0101] Aspect 29 An aircraft according to any one of Aspects 23 to 28, wherein, in a top view of the aircraft, each row is at least substantially parallel to the transverse axis of the aircraft or is concave relative to the transverse axis of the aircraft.

[0102] Aspect 30 is an aircraft according to any one of aspects 23 to 29 in conjunction with aspect 26, wherein, in a top view of the aircraft, the outer rows of the aircraft are substantially parallel to the transverse axis of the aircraft, and / or the two middle rows of the aircraft are concave relative to the transverse axis of the aircraft.

[0103] Aspect 31, in conjunction with any one of aspects 23 to 30, describes an aircraft, wherein the rotor plane of the outer row of rotors relative to the longitudinal axis of the aircraft is inclined relative to the rotor plane of the middle row of rotors relative to the longitudinal axis of the aircraft, particularly inclined at 8° to 22°, preferably 12° to 18°, and most preferably 15°.

[0104] Aspect 32 is an aircraft according to any one of aspects 23 to 31 in conjunction with aspect 26, wherein, during forward flight of the aircraft, the rotor planes of the transverse rotors in the middle of the longitudinal axis of the aircraft are oriented substantially parallel to the horizontal plane.

[0105] Aspect 33: An aircraft according to any one of Aspects 23 to 32, wherein, during forward flight of the aircraft, the pivot point of one row of rotors is offset in the vertical direction relative to the pivot point of the other row of rotors.

[0106] Aspect 34, in conjunction with any one of aspects 23 to 33, describes the aircraft according to aspect 26, wherein, during flight... During forward flight, the pivoting of the transverse rotors in the middle of the aircraft's longitudinal axis. The rotors are arranged in a horizontal row on the outer side of the aircraft's longitudinal axis in the vertical direction. Between the pivot points.

[0107] Aspect 35: The aircraft according to any one of aspects 23 to 34 in conjunction with aspect 26, wherein... The aircraft is configured as follows: (a) Using all rotors for vertical takeoff, vertical landing and / or hovering, and (b) When flying forward, use only the outer row of rotors relative to the longitudinal axis of the aircraft, or close at least a portion of the middle row of rotors relative to the longitudinal axis of the aircraft.

[0108] Aspect 36: The aircraft according to any of the foregoing aspects, wherein each of the plurality of rotors It generates thrust with a horizontal force component during vertical takeoff, vertical landing, and / or hovering. The horizontal force components of all rotors during vertical takeoff, vertical landing, and / or hovering. They cancel each other out.

[0109] Aspect 37, in conjunction with any one of aspects 23 to 36, describes the aircraft as described in aspect 26, wherein in the vertical... During takeoff, vertical landing, and / or hovering flight, (a) The rotors arranged transversely relative to the longitudinal axis of the aircraft generate thrust with a first horizontal force component, and (b) The transverse rotors, positioned relative to the middle of the aircraft's longitudinal axis, generate thrust with a second horizontal force component, wherein (c) The first horizontal force component is canceled out by the second horizontal force component.

[0110] Aspect 38, in conjunction with any one of aspects 23 to 37, describes the aircraft according to aspect 26, wherein, relative to The rotors arranged transversely on the outer side of the aircraft's longitudinal axis, preferably, are only those relative to the aircraft's longitudinal axis. The outer horizontal rotors generate propulsion during forward flight, propelling the aircraft along its forward trajectory. The forward thrust.

[0111] Aspect 39: The aircraft according to any of the foregoing aspects, wherein the aircraft during forward flight... It was configured as an octocopter aircraft.

[0112] Aspect 40: The aircraft according to any of the foregoing aspects, wherein the rotor planes of all rotors are substantially... It is not tilted upwards, or has a tilt of 1° to 6°, preferably 2° to 5°, to the right and / or left. A slight tilt.

[0113] Aspect 41: The aircraft according to any of the foregoing aspects, wherein, in the top view of the aircraft, The multiple rotors do not overlap with the main wing when rotating.

[0114] Aspect 42: The aircraft according to any one of Aspects 23 to 41, wherein the rotors in the same horizontal row... The number of blades on the wings is the same.

[0115] Aspect 43: The aircraft according to any one of Aspects 23 to 42, wherein, in the plurality of horizontal rows The number of blades on at least two horizontally arranged rotors is different.

[0116] Aspect 44, in conjunction with any one of aspects 23 to 43, describes the aircraft according to aspect 26, wherein, relative to The number of blades in the transverse rotors located on the outer side of the aircraft's longitudinal axis is greater than the number of blades relative to the longitudinal axis. The number of blades contained in the horizontal row of rotors in the middle of the longitudinal axis of the aircraft.

[0117] Aspect 45, in conjunction with any one of aspects 23 to 44, describes the aircraft according to aspect 26, wherein, relative to The rotors arranged transversely on the outer side of the aircraft's longitudinal axis each consist of three or four blades, and / or The rotor, arranged horizontally in the middle relative to the longitudinal axis of the aircraft, consists of two blades.

[0118] Aspect 46: An aircraft according to any of the foregoing aspects, wherein the main wing extends symmetrically from the fuselage of the aircraft to the left and right, and the main wing comprises multiple wing segments, preferably three wing segments, on the left and right sides respectively, wherein the wing segments differ in terms of angle of attack, wing thickness, wing surface area, wing chord length and / or wing sweep angle.

[0119] Aspect 47 of the aircraft according to aspect 46, wherein two adjacent wing segments are connected to each other on one of the plurality of rotor carriers, preferably joined together, and / or separated from each other by one of the plurality of rotor carriers.

[0120] Aspect 48 An aircraft according to any one of Aspects 46 or 47, wherein a first wing segment is disposed between the aircraft fuselage and a second wing segment, and wherein the chord length of the first wing segment is different from the chord length of the second wing segment, preferably, the chord length of the first wing segment is smaller than the chord length of the second wing segment.

[0121] Aspect 49 of the aircraft according to aspect 48, wherein the sweep angle of the second wing segment varies in a direction away from the fuselage of the aircraft, preferably increasing.

[0122] Aspect 50: An aircraft according to any one of Aspects 48 or 49, wherein the wing thickness of the second wing segment varies in a direction away from the aircraft fuselage, preferably decreasing.

[0123] Aspect 51: An aircraft according to any one of Aspects 48 to 50, wherein the second wing segment is disposed between the first wing segment and the third wing segment, wherein the third wing segment constitutes the wingtip of the main wing.

[0124] Aspect 52: An aircraft according to any of the foregoing aspects, wherein the aircraft includes a first auxiliary wing, which is disposed in front of the fuselage of the aircraft and on one of the plurality of rotor carriers in a forward flight direction.

[0125] Aspect 53 of the aircraft according to aspect 52, wherein the first auxiliary wing is disposed along the longitudinal axis of the aircraft at the connection between the first rotor bearing section and the second rotor bearing section.

[0126] Aspect 54 is an aircraft according to any one of aspects 52 or 53 in conjunction with any one of aspects 8 or 15, wherein the first auxiliary wing connects the rotor carriers of the first rotor carrier assembly to each other.

[0127] Aspect 55: An aircraft according to any one of Aspects 52 to 54, wherein, in a top view of the aircraft, the plurality of rotors do not overlap with the first auxiliary wing in a rotating state.

[0128] Aspect 56: The aircraft according to any of the foregoing aspects includes a second auxiliary wing disposed in the tail region of the aircraft fuselage and on one of the plurality of rotor carriers.

[0129] Aspect 57 of the aircraft according to aspect 56, wherein, along the longitudinal axis of the aircraft, the second auxiliary wing is disposed at the connection between the second rotor bearing section and the third rotor bearing section.

[0130] Aspect 58 is an aircraft according to any one of aspects 56 or 57 in conjunction with any one of aspects 7 or 14, wherein the second auxiliary wing connects the rotor carriers of the first rotor carrier assembly to each other.

[0131] Aspect 59 An aircraft according to any one of Aspects 56 to 58, wherein, in a top view of the aircraft, the plurality of rotors do not overlap with the second auxiliary wing in a rotating state.

[0132] Aspect 60: The aircraft according to any of the foregoing aspects, wherein, in the forward flight direction, the vertical stabilizer is disposed at the rear end of one of the plurality of rotor carriers, preferably at the rear end of the third rotor carrier section of one of the plurality of rotor carriers.

[0133] Aspect 61 of the aircraft according to aspect 60, wherein the horizontal stabilizer is arranged at the vertical upper end of the vertical stabilizer.

[0134] Aspect 62: The aircraft according to any of the foregoing aspects, wherein, in the forward flight direction, a vertical stabilizer is arranged at the rear end of each of the plurality of rotor carriers.

[0135] Aspect 63 of the aircraft according to aspect 62, wherein the vertical stabilizers are connected to each other via the horizontal stabilizers, and the horizontal stabilizers are arranged at the upper end of the vertical stabilizers.

[0136] Aspect 64: An aircraft according to any of the foregoing aspects, wherein a three-point or four-point landing gear with wheels is provided on the aircraft fuselage.

[0137] Aspect 65 is the aircraft according to aspect 64, wherein each wheel is connected to the aircraft fuselage via a landing gear structure with an external aerodynamic shape.

[0138] Aspect 66: An aircraft according to any of the foregoing aspects, wherein the aircraft fuselage includes two support structures with aerodynamic shapes in the tail region, the support structures connecting the rear part of the aircraft fuselage to corresponding rotor carriers.

[0139] Aspect 67: An aircraft according to any of the foregoing aspects, wherein the main wing, in particular the wingspan of the main wing, defines the diameter of an imaginary cylinder, and all components of the aircraft are arranged within the imaginary cylinder.

[0140] Aspect 68 of the aircraft according to aspect 67, wherein the cylinder extends parallel to, and in particular coaxial with, the vertical axis of the aircraft.

[0141] Aspect 69: An aircraft according to any one of Aspects 67 or 68, wherein the diameter is less than or equal to 15m. Attached Figure Description

[0142] The various exemplary features described above can be combined with each other, provided they are technically reasonable and appropriate. Other combinable features, advantages, and embodiments of the invention will be shown in the following description of examples and with reference to the accompanying drawings. The drawings show: Figure 1 A perspective view of an example aircraft is shown; Figure 2 According to Figure 1 The example shown is a top view of the aircraft. Figure 3 To and Figure 2 Same top view of the aircraft; Figure 4 According to Figure 1 The example shown is a side view of the aircraft during vertical takeoff, vertical landing, and / or hovering flight; Figure 5 According to Figure 1 A side view of the aircraft during forward flight in the illustrated embodiment; and Figure 6 According to Figure 1 A rear-view perspective view of the aircraft in the illustrated embodiment.

[0143] Figure label: 1. Aircraft 2. Aircraft fuselage, 3 main wing, 3.1 first wing section, 3.2 second wing section, 3.3 third wing section, 4. First auxiliary wing 5. Second auxiliary wing 6 landing gear, 7 wheels, 8-landing gear structure, 9. Supporting structure 10 First rotor load-bearing group, 11 First rotor support component, 11.1 First rotor support section of the first rotor support component, 11.2 Second rotor support section of the first rotor support component, 11.3 Third rotor support section of the first rotor support component, 12. Second rotor support component; 12.1 First rotor support section of the second rotor support component; 12.2 Second rotor support section of the second rotor support component; 12.3 Third rotor support section of the second rotor support component. 13. Third rotor support component; 13.1 First rotor support section of the third rotor support component; 13.2 Second rotor support section of the third rotor support component; 13.3 Third rotor support section of the third rotor support component. 14. Fourth rotor support component; 14.1 First rotor support section of the fourth rotor support component; 14.2 Second rotor support section of the fourth rotor support component; 14.3 Third rotor support section of the fourth rotor support component. 15. Outer rotor support (left). 16. Outer rotor support (right). 17- 18- 19- 20 rotors, 21 First horizontal row of rotors, 22 Second row of rotors, 23 Third row of rotors, 24. Fourth row of rotors 25 horizontal stabilizer, 26 vertical stabilizers α is the first angle, β is the second angle. x represents the vertical axis of the spacecraft, y represents the horizontal axis of the spacecraft, z represents the vertical axis of the spacecraft, and Rv represents the forward flight direction. D is the diameter of circle D, K is the imaginary circle, L1 is the first imaginary line, and L2 is the second imaginary line. Detailed Implementation Figure 1 A perspective view of an example of an aircraft 1 is shown.

[0144] The aircraft 1 includes an aircraft fuselage 2, a main wing 3, and multiple beam-type rotor support components 11, 12, 13, and 14, particularly the first rotor support component 11, the second rotor support component 12, the third rotor support component 13, and the fourth rotor support component 14. The main wing 3 is mounted on the aircraft fuselage 2.

[0145] Multiple rotor support components 11, 12, 13, and 14 are each arranged on the upper side of the main wing 3. In the example shown, the beam-type rotor support components 11, 12, 13, and 14 are arranged parallel to each other. Multiple rotors 20 are arranged on each rotor support component 11, 12, 13, and 14. For clarity, not every rotor 20 is labeled with reference numerals. However, in the exemplary embodiment, the aircraft 1 has a total of 20 rotors.

[0146] The aircraft 1 includes an outer rotor support 15 and 16 on its left and right sides, respectively. The outer rotor support 15 and 16 are each connected to the main wing 3, specifically positioned on the upper side of the main wing 3. In the example shown, the outer rotor support 15 and 16 are also beam-type. The outer rotor support 15 and 16 are arranged parallel to each other and also parallel to rotor support 11, 12, 13, and 14. A rotor 20 is provided at each longitudinal end of the outer rotor support 15 and 16.

[0147] from Figure 1 It can also be seen that the aircraft 1 includes a first auxiliary wing 4. The first auxiliary wing 4 is located in the forward region of the aircraft 1, particularly in front of the aircraft fuselage 2 in the forward flight direction Rv (see also...). Figure 2 and Figure 3 The first auxiliary wing 4 is connected to multiple rotor support components 11, 12, 13, and 14, particularly to the first rotor support component 11, the second rotor support component 12, the third rotor support component 13, and the fourth rotor support component 14.

[0148] Independent of the foregoing, the aircraft 1 includes a second auxiliary wing 5. The second auxiliary wing 5 is arranged in the rear region of the aircraft 1, particularly in the rear of the aircraft fuselage 2. Thus, the second auxiliary wing 5 is connected to a plurality of rotor carriers 11, 12, 13, and 14, particularly to the first rotor carrier 11, the second rotor carrier 12, the third rotor carrier 13, and the fourth rotor carrier 14.

[0149] Along the forward flight direction Rv, the aircraft 1 includes a vertical stabilizer 26 at the rear end of each rotor support 11, 12, 13, 14. A horizontal stabilizer 25 is arranged at the vertical upper end of the vertical stabilizer 26. The horizontal stabilizer 25 is configured such that it connects the vertical stabilizers 26, particularly the vertical upper ends of each vertical stabilizer 26, to each other.

[0150] from Figure 1 As can also be seen in the illustrated embodiment, the aircraft 1 includes a four-point landing gear 6. Accordingly, the illustrated landing gear 6 includes four landing gear structures 8 with aerodynamic shapes, each landing gear structure 8 connecting a wheel 7 to the aircraft fuselage 2. However, in an alternative example, the landing gear 6 may also be configured as a three-point landing gear or a skid landing gear.

[0151] Figure 2 It shows according to Figure 1 The example shown is a top view of aircraft 1. In the top view, an observer looks down at aircraft 1 from above along its vertical axis z. Aircraft 1 also includes the longitudinal axis x and the transverse axis y, which are conventional in aircraft technology. The longitudinal axis x, the transverse axis y, and the vertical axis z are arranged orthogonally to each other.

[0152] For ease of understanding and clarity, Figure 2 The individual rotor blades 20 are not labeled. However, from Figure 2 As can be seen from the diagram, the rotor 20 is arranged in multiple rows 21, 22, 23, and 24. In the example shown, there are a total of four rows 21, 22, 23, and 24, namely the first row 21, the second row 22, the third row 23, and the fourth row 24.

[0153] Multiple horizontal rows 21, 22, 23, and 24 are arranged in a row or side by side relative to the longitudinal axis x of the aircraft 1. Therefore, the first horizontal row 21 and the fourth horizontal row 24 constitute the outer horizontal rows 21 and 24 relative to the longitudinal axis x of the aircraft 1. The second horizontal row 22 and the third horizontal row 23 constitute the middle horizontal rows 22 and 23 relative to the longitudinal axis x of the aircraft 1.

[0154] Each row 21, 22, 23, 24 includes at least four rotors 20. However, the number of rotors 20 between the outer rows 21, 24 relative to the longitudinal axis x of the aircraft 1 and the middle rows 22, 23 relative to the longitudinal axis x of the aircraft 1 is different. The outer rows 21, 24 contain fewer rotors 20 than the middle rows 22, 23 relative to the longitudinal axis x of the aircraft 1. The first row 21 and the fourth row 24 each include four rotors 20. The second row 22 and the third row 23 each include six rotors 20. In particular, this is because the rotors 20 of the outer rotor carriers 15, 16 form part of the rotors 20 of the second row 22 and the third row 23.

[0155] Rows 21, 22, 23, and 24 are each substantially parallel to the transverse axis y of the aircraft 1 or concave relative to the transverse axis y. Therefore, relative to the longitudinal axis x of the aircraft 1, the rotors 20 of the outer rows 21 and 24, namely the rotors 20 of the first row 21 and the fourth row 24, are arranged substantially parallel to the transverse axis y of the aircraft 1. The rotors 20 of the middle rows 22 and 23 relative to the longitudinal axis x of the aircraft 1, namely the rotors 20 of the second row 22 and the third row 23, are arranged as follows: the pivot points of these rotors 20, in particular, are arranged on imaginary lines L1 and L2, respectively. Imaginary lines L1 and L2 are each concave relative to the transverse axis y of the aircraft 1.

[0156] In the example of aircraft 1 shown in the figure, rotor 20, and in particular rotor plane of rotor 20, is not tilted to the right and / or left.

[0157] from Figure 2 As can be seen in the top view of the aircraft 1, the multiple rotors 20 do not overlap with the main wing 3 in the rotating state. This is in particular because the rotors 20 are spaced apart from the main wing 3 in the longitudinal x-axis direction of the aircraft 1 by rotor carriers 11, 12, 13, 14 and / or by outer rotor carriers 15, 16.

[0158] Additionally or alternatively, the multiple rotors 20 may also be spaced apart from the first auxiliary wing 4 and / or the second auxiliary wing 5 in the rotating state, so that in the top view of the aircraft 1, the multiple rotors 20 do not overlap with the first auxiliary wing 4 and / or the second auxiliary wing 5.

[0159] In the illustrated example of aircraft 1, the number of blades of the rotors 20 within the same row 21, 22, 23, 24 is the same. However, the number of blades of the rotors 20 between the outer rows 21, 24 relative to the longitudinal axis x of aircraft 1 and the middle rows 22, 23 relative to the longitudinal axis x of aircraft 1 is different. Therefore, the rotors 20 in the outer rows 21, 24 relative to the longitudinal axis x of aircraft 1 contain more blades than the rotors 20 in the middle rows 22, 23 relative to the longitudinal axis x of aircraft 1. The rotors 20 in the first row 21 and the fourth row 24 each include four blades. The rotors 20 in the second row 22 and the third row 23 each include two blades.

[0160] exist Figure 2 In the top view of the aircraft 1 shown, the main wing 3, and particularly its wingspan, defines the diameter D of an imaginary circle K. When converted to a perspective view or to three-dimensional space, the main wing 3, and particularly its wingspan, can define the diameter D of a corresponding cylinder. The central axis of this cylinder will be coaxial with the vertical axis z of the aircraft. Figure 2 The circle K shown will form the cross-section of the cylinder relative to the horizontal axis y of the aircraft 1.

[0161] The aircraft 1 in this example is configured such that, in a top view of aircraft 1, all components of aircraft 1 (including the blades of the rotating rotor 20) are arranged within an imaginary circle K. In other words, no component of aircraft 1 extends beyond the circumference of the imaginary circle K. Similarly, all components of aircraft 1 (including the blades of the rotating rotor 20) are also arranged within this cylinder. This means that no component of aircraft 1 protrudes from the circumferential surface of the cylinder.

[0162] In the illustrated example, the diameter D defined by the main wing 3 (especially the wingspan of the main wing 3) is 15 meters, but in alternative examples it may be less than 15 meters.

[0163] Figure 3 It shows the relationship with Figure 2 A top view of the same aircraft 1. For clarity and ease of understanding, Figure 2 The reference numerals shown have been redacted. Other reference numerals are shown below for illustrative purposes. Figure 2 and Figure 3 Further features will be explained as shown.

[0164] In the top view of aircraft 1, the outer rotor support members 15 and 16 each extend parallel to the longitudinal axis x of aircraft 1. This also applies to the rotor support members 11, 12, 13, and 14 that constitute the first rotor support assembly 10. The first rotor support assembly 10 is arranged between the outer rotor support members 15 and 16 relative to the transverse axis y of the aircraft.

[0165] The rotor support components 11, 12, 13, and 14 each comprise multiple components, forming three rotor support sections: 11.1, 11.2, 11.3; 12.1, 12.2, 12.3; 13.1, 13.2, 13.3; 14.1, 14.2, 14.3.

[0166] Specifically, the first rotor support component 11 includes a first rotor support section 11.1, a second rotor support section 11.2, and a third rotor support section 11.3. The second rotor support component 12 includes a first rotor support section 12.1, a second rotor support section 12.2, and a third rotor support section 12.3. The third rotor support component 13 includes a first rotor support section 13.1, a second rotor support section 13.2, and a third rotor support section 13.3. The fourth rotor support component 14 includes a first rotor support section 14.1, a second rotor support section 14.2, and a third rotor support section 14.3.

[0167] In the illustrated example, the first rotor support sections 11.1, 12.1, 13.1, and 14.1 are always angled relative to the second rotor support sections 11.2, 12.2, 13.2, and 14.2 of the corresponding rotor support components 11, 12, 13, and 14 (in... Figure 3 (Not shown in the image). Each third rotor support section 11.3, 12.3, 13.3, 14.3 is also angled relative to the respective second rotor support sections 11.2, 12.2, 13.2, 14.2 of the corresponding rotor support components 11, 12, 13, 14 (in the image). Figure 3 (Not shown in the image). Further details will be provided below. Figure 4 As given in the description.

[0168] Relative to the forward flight direction Rv, the corresponding first rotor support sections 11.1, 12.1, 13.1, and 14.1 are positioned in front of the respective second rotor support sections 11.2, 12.2, 13.2, and 14.2 of the corresponding rotor support components 11, 12, 13, and 14. Conversely, relative to the forward flight direction Rv, the corresponding third rotor support sections 11.3, 12.3, 13.3, and 14.3 are positioned behind the respective second rotor support sections 11.2, 12.2, 13.2, and 14.2 of the corresponding rotor support components 11, 12, 13, and 14. In other words, relative to the longitudinal axis x of the aircraft 1, the corresponding second rotor segments 11.2, 12.2, 13.2, and 14.2 are arranged between the corresponding first rotor support segments 11.1, 12.1, 13.1, and 14.1 and the corresponding third rotor support segments 11.3, 12.3, 13.3, and 14.3 of the corresponding rotor support components 11, 12, 13, and 14.

[0169] One rotor 20 is arranged on each of the first rotor bearing sections 11.1, 12.1, 13.1, and 14.1. The rotors 20 arranged on the first rotor bearing sections 11.1, 12.1, 13.1, and 14.1 form the first horizontal row 21 (see...). Figure 2 ).

[0170] Two rotors 20 are installed on each of the second rotor support sections 11.2, 12.2, 13.2, and 14.2. The rotors 20 installed on the second rotor support sections 11.2, 12.2, 13.2, and 14.2 form part of the second horizontal row 22 and the third horizontal row 23 (see...). Figure 2 ).

[0171] One rotor 20 is arranged on each of the third rotor bearing sections 11.3, 12.3, 13.3, and 14.3. The rotors 20 arranged on the third rotor bearing sections 11.3, 12.3, 13.3, and 14.3 form the fourth horizontal row 24 (see...). Figure 2 ).

[0172] Starting from the fuselage 2, the main wing 3 extends symmetrically to the left and right. The main wing 3 comprises three wing segments 3.1, 3.2, and 3.3 on the left and right sides, respectively. Wing segments 3.1, 3.2, and 3.3 differ in angle of attack, wing thickness, wing surface area, wing chord length, and / or wing sweep angle. For example, Figure 3 The top view of the aircraft 1 shown indicates that the chord length of the first wing segment 3.1 is shorter than that of the second wing segment 3.2. The first wing segment 3.1 and the second wing segment 3.2 also differ in their wing sweep angles, particularly in the extension of the sweep angle. In the second wing segment 3.2, the sweep angle varies, especially increasing from the first wing segment 3.1 to the third wing segment 3.3. The third wing segment 3.3 forms the wingtips of the main wing 3.

[0173] Two adjacent wing segments 3.1, 3.2, and 3.3 are connected to each other at one of the plurality of rotor carriers 11 and 14 and / or at one of the outer rotor carriers 15 and 16. For example, the first wing segment 3.1 on the left is connected to the second wing segment 3.2 via the first rotor carrier 11. The third wing segment 3.3 on the left is connected to the second wing segment 3.2 via the outer rotor carrier 15. Regardless of the above, the first wing segment 3.1 on the right is connected to the second wing segment 3.2 via the fourth rotor carrier 14. The third wing segment 3.3 on the right is connected to the second wing segment 3.2 via the outer rotor carrier 16.

[0174] Figure 4 It shows according to Figure 1 The example aircraft 1 shown is a side view during vertical takeoff, vertical landing, and / or hovering flight.

[0175] As described above, the first rotor support sections 11.1, 12.1, 13.1, and 14.1 are angled relative to their respective second rotor support sections 11.2, 12.2, 13.2, and 14.2 of the corresponding rotor support components 11, 12, 13, and 14. The third rotor support sections 11.3, 12.3, 13.3, and 14.3 are also angled relative to their respective second rotor support sections 11.2, 12.2, 13.2, and 14.2 of the corresponding rotor support components 11, 12, 13, and 14. Because... Figure 4 The illustrations selected herein will be used to illustrate only the first rotor support 11. However, these illustrations can also be applied similarly to the second rotor support 12, the third rotor support 13, and the fourth rotor support 14.

[0176] The first rotor support section 11.1 is inclined relative to the second rotor support section 11.2 at a first angle α. In the illustrated example, the first angle α is 15°. The first angle α extends in a first angle plane, which is parallel to the plane subtended by the longitudinal axis x and the vertical axis z of the aircraft 1. In other words, the first angle plane of the first angle α is orthogonal to the transverse axis y of the aircraft 1.

[0177] The third rotor support section 11.3 is inclined relative to the second rotor support section 11.2 at a second angle β. In the illustrated embodiment, the second angle β is 15°. The second angle β extends in a second angle plane that is parallel to the plane subtended by the longitudinal axis x and the vertical axis z of the aircraft 1. In other words, the second angle plane of the second angle β is orthogonal to the transverse axis y of the aircraft 1. Since the first angle α is the same as the second angle β, the first rotor support section 11.1 is parallel to the third rotor support section 11.3.

[0178] In the example aircraft 1, all rotor carriers 11, 12, 13, and 14 have the same first angle α and second angle β.

[0179] The rotor plane of the rotor 20 in the first horizontal row 21 is inclined at a first angle α relative to the rotor planes of the rotor 20 in the second horizontal row 22 and the third horizontal row 23. The rotor plane of the rotor 20 in the fourth horizontal row 24 is inclined at a second angle β relative to the rotor planes of the rotor 20 in the second horizontal row 22 and the third horizontal row 23.

[0180] During vertical takeoff, vertical landing, and / or hovering flight, the second rotor bearing section 11.2 of aircraft 1 is tilted relative to the horizontal plane, specifically by 6°. Figure 5 As can be seen from the comparison shown, when flying forward, the second rotor bearing section 11.2 is oriented at least substantially parallel to the horizontal plane.

[0181] During vertical takeoff, vertical landing, and / or hovering flight, the rotor planes of the rotors 20 in the middle rows 22 and 23 (i.e., the second and third rows 22) of the longitudinal axis x of the aircraft 1 are tilted by 6° relative to the horizontal plane. Figure 5 As can be seen from the comparison shown, when flying forward, the rotor planes of the rotors 20 arranged in the middle of the longitudinal axis x of the aircraft 1, in the horizontal row 22 and 23, are at least substantially parallel to the horizontal plane.

[0182] exist Figure 4 and Figure 5 In the middle (due to the selected view, the outer rotor support 16 on the right is not visible), during vertical takeoff, vertical landing, and / or hovering flight, the outer rotor supports 15 and 16 are tilted relative to the horizontal plane, specifically tilted by 6°. Figure 5 As can be seen from the comparison shown, when flying forward, the outer rotor bearings 15 and 16 are oriented at least substantially parallel to the horizontal plane.

[0183] The arrangement and / or configuration of the rotors 20 such that during vertical takeoff, vertical landing, and / or hovering, the rotors 20 in the outer rows 21, 24 (i.e., the first row 21 and the fourth row 24) relative to the longitudinal axis x of the aircraft generate thrust with a first horizontal force component. This first horizontal force component causes the aircraft 1 to accelerate in the forward flight direction Rv. However, during vertical takeoff, vertical landing, and / or hovering, the rotors 20 in the middle rows 22, 23 (i.e., the second row 22 and the third row 23) relative to the longitudinal axis x of the aircraft 1 generate thrust with a second horizontal force component, which causes the aircraft 1 to accelerate in the opposite direction of forward flight Rv. Thus, during vertical takeoff, vertical landing, and / or hovering, the first and second horizontal force components cancel each other out.

[0184] Figure 5 It shows according to Figure 1 The illustrated embodiment shows a side view of the aircraft 1 during forward flight. The side of the aircraft 1 shown is... Figure 4 same.

[0185] During forward flight, the pivot point of the rotor 20 in the first horizontal row 21 is offset vertically relative to the pivot points of the rotor 20 in the second horizontal row 22 and the third horizontal row 23, specifically positioned at a lower vertical position. The pivot point of the rotor 20 in the fourth horizontal row 24 is also offset vertically relative to the pivot points of the rotor 20 in the second horizontal row 22 and the third horizontal row 23, but positioned at a higher vertical position. The pivot points of the rotors 20 in the second horizontal row 22 and the third horizontal row 23 are arranged at the same horizontal level during forward flight. In other words, during forward flight, the pivot points of the rotors 20 in the second horizontal row 22 and the third horizontal row 23 are vertically positioned between the pivot points of the rotors 20 in the first horizontal row 21 and the fourth horizontal row 24.

[0186] The aircraft 1 is configured to use all rotors 20 during vertical takeoff, vertical landing, and / or hovering. During forward flight, the aircraft 1 can deactivate at least some of the rotors 20 in the second row 22 and the third row 23. Therefore, the aircraft 1 can fly as an octocopter during forward flight.

[0187] Figure 6 It shows according to Figure 1 The example shown is a rear-view perspective view of aircraft 1.

[0188] from Figure 6 As can be seen, relative to the longitudinal axis x of the aircraft 1, the second auxiliary wing 5 is arranged at the connection position between the second rotor support sections 11.2, 12.2, 13.2, 14.2 and the third rotor support sections 11.3, 12.3, 13.3, 14.3. The second auxiliary wing 5 connects the rotor support components 11, 12, 13, 14 to each other.

[0189] Relative to the longitudinal axis x of the aircraft 1, the first auxiliary wing 4 is arranged at the connection position between the second rotor support sections 11.2, 12.2, 13.2, 14.2 and the first rotor support sections 11.1, 12.1, 13.1, 14.1. The first auxiliary wing 4 connects the rotor support sections 11, 12, 13, 14 to each other.

[0190] Independent of the above, the aircraft fuselage 2 includes two aerodynamically shaped support structures 9 in the rear region. The rear of the aircraft fuselage 2 is connected to the second rotor support 12 and the third rotor support 13 via the support structures 9.

Claims

1. An aircraft (1), particularly an electric vertical takeoff and landing aircraft (1), said aircraft (1) comprising: Aircraft fuselage (2); Main wing (3), which is connected to the fuselage (2) of the aircraft; Multiple beam-type rotor support components (11, 12, 13, 14) are connected to the main wing (3) and extend at least substantially parallel to the longitudinal axis (x) of the aircraft (1) in a top view; wherein, Multiple rotors (20), each of the rotor support members (11, 12, 13, 14) is provided with the multiple rotors (20); and, In the top view of the aircraft (1), the main wing (3), in particular the wingspan of the main wing (3), defines the diameter (D) of an imaginary circle (K), and all components of the aircraft (1), in particular all components of the aircraft (1), are arranged within this imaginary circle (K) in the top view of the aircraft (1); wherein The main wing (3) extends symmetrically from the fuselage (2) of the aircraft to the left and right sides, and the main wing (3) has multiple wing segments (3.1, 3.2, 3.3) on the left and right sides respectively. The multiple wing segments (3.1, 3.2, 3.3) are different in terms of angle of attack, wing thickness, wing surface area, wing chord length and / or wing sweep angle; and Two adjacent wing segments (3.1, 3.2, 3.3) are separated by one of the plurality of rotor carriers (11, 12, 13, 14, 15, 16).

2. The aircraft (1) according to claim 1, characterized in that, The diameter (D) of the imaginary circle (K) is less than or equal to 15 meters.

3. The aircraft (1) according to any one of the preceding claims, characterized in that, The first wing section (3.1) is arranged between the aircraft fuselage (2) and the second wing section (3.2), and the wing sweep angle of the first wing section (3.1) is different from that of the second wing section (3.2).

4. The aircraft (1) according to any one of the preceding claims, characterized in that, The wing sweep angle of the second wing section (3.2) is variable, preferably increasing along the transverse axis (y) of the aircraft.

5. The aircraft (1) according to claim 3 or 4, characterized in that, The second wing segment (3.2) is arranged between the first wing segment (3.1) and the third wing segment (3.3), wherein the third wing segment (3.3) constitutes the wingtip of the main wing (3).

6. The aircraft (1) according to any one of the preceding claims, characterized in that, The aircraft (1) includes a first auxiliary wing (4) along the forward flight direction (R). v The first auxiliary wing is located in front of the aircraft fuselage (2) and is arranged on at least one of the plurality of rotor carriers (11, 12, 13, 14).

7. The aircraft (1) according to any one of the preceding claims, characterized in that, The aircraft (1) includes a second auxiliary wing (5), which is located in the tail region of the aircraft fuselage (2) and is arranged on at least one of the plurality of rotor carriers (11, 12, 13, 14).

8. The aircraft (1) according to any one of the preceding claims, characterized in that, Along the forward flight direction (Rv), the rear end of the plurality of rotor carriers (11, 12, 13, 14) is provided with a vertical stabilizing surface (26), wherein the vertical stabilizing surface (26) is connected to each other through a horizontal stabilizing surface (25), and the horizontal stabilizing surface (25) is located at the upper end of the vertical stabilizing surface (26).

9. The aircraft (1) according to any one of the preceding claims, characterized in that, The plurality of rotors (20) are arranged in a plurality of rows (21, 22, 23, 24) in a top view of the aircraft (1) and in a front-to-back arrangement relative to the longitudinal axis (x) of the aircraft, and the number of blades on the rotors (20) of one row (21, 22, 23, 24) is different from the number of blades on the rotors (20) of the other row (21, 22, 23, 24).

10. The aircraft (1) according to any one of the preceding claims, characterized in that, The fuselage (2) includes two externally aerodynamically shaped support structures (9) in the rear region, particularly at the tail, which respectively connect the aircraft fuselage (2), preferably the tail of the aircraft fuselage (2), to one of the plurality of rotor carriers (11, 12, 13, 14).

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