Control unit for an aircraft

Abstract

The invention relates to a control unit for an aircraft, comprising a thrust lever for controlling vertical thrust in a vertical flight mode of the aircraft and of horizontal thrust in a main flight mode of the aircraft; the control unit is characterized in particular by the fact that the thrust lever for controlling the vertical thrust in vertical flight mode is movable along a first path along a first direction, wherein the thrust lever for controlling the horizontal thrust in a main flight mode is movable on a second path along the first direction, and where the first track and the second track are spaced apart from each other along a second direction perpendicular to the first direction. The proposed thrust lever enables easy and comfortable handling of an aircraft for vertical takeoff, landing and conventional, wing-supported flight.

Description

[0001] The invention relates to a control unit for an aircraft and an aircraft comprising such a control unit.

[0002] Aircraft can be moved three-dimensionally in space. This results in a complex control system. For example, common commercial aircraft have, in addition to a multitude of other control elements, one thrust lever per turbine. Typically, the two or four turbines are controlled separately.

[0003] However, recent developments in aviation are increasing the complexity even further. The field of new propulsion systems, especially electric vertical takeoff and landing (eVTOL) aircraft, is developing very rapidly. For example, a key feature of many such aircraft is the ability to take off or land vertically, which further increases the complexity of control. At the same time, the number of individual propulsors continues to grow. Instead of a maximum of two or four kerosene-powered turbines, as was previously the case, a larger number of small propulsors, for example, powered by electricity, are often provided.

[0004] On this basis, the present invention seeks to at least partially overcome the disadvantages known from the prior art. The features of the invention are set forth in the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations in the following description and features from the figures, which comprise supplementary embodiments of the invention, can also be used for this purpose.

[0005] The invention relates to a control unit for an aircraft, comprising a thrust lever for controlling a vertical thrust in a vertical flight mode of the aircraft and a horizontal thrust in a main flight mode of the aircraft.

[0006] The control unit is particularly characterized in that the thrust lever for controlling the vertical thrust in the vertical flight mode is movable along a first path in a first direction, wherein the thrust lever for controlling the horizontal thrust in a main flight mode is movable along a second path in the first direction, and wherein the first track and the second track are spaced apart from each other along a second direction transverse to the first direction.

[0007] Unless expressly stated otherwise, the atomic numbers in the preceding and following descriptions are for convenience only and do not reflect any order or ranking of the designated components. An atomic number greater than one does not necessarily imply the presence of another such component.

[0008] This proposes a control unit for an aircraft. The aircraft has a vertical flight mode and a main flight mode. The vertical flight mode is used with the help of the control unit, for example, for takeoff or landing.

[0009] In vertical flight mode, the vertical lifting force, which counteracts the aircraft's weight, is preferably generated exclusively by vertical thrust. The vertical thrust is generated, for example, by a thrust unit of the aircraft.

[0010] In the main flight mode, the vertical lifting force is provided at least in part by a lift force. The lift force is generated, for example, by at least one wing of the aircraft. The wing is, for example, a wing. With the help of the wing, the lift force can be generated based on the horizontal speed of the aircraft. Horizontal thrust is generated with the help of the aircraft's thrust unit to accelerate the aircraft in a horizontal direction and / or to maintain a horizontal speed.

[0011] The control unit has a thrust lever for controlling the thrust. The thrust lever is a lever that is operated, for example, by a user and is located in the cockpit of the aircraft.

[0012] The control unit is designed to control the vertical thrust in vertical flight mode and the horizontal thrust in a main flight mode in response to a movement of the thrust lever.

[0013] For this purpose, the thrust lever is movable along a first path and a second path, which extend along a first direction. Preferably, both paths are arranged parallel to each other. Preferably, the paths are defined by a (mechanical) guide in the aircraft's anchor.

[0014] The control unit is configured such that the vertical thrust in vertical flight mode is controlled by moving the thrust lever along the first path and the horizontal thrust in main flight mode is controlled by moving the thrust lever along the second path.

[0015] Preferably, the first direction is arranged parallel to a horizontal direction straight ahead of the aircraft. Preferably, the second direction is arranged parallel thereto in a horizontal plane.

[0016] The first track and the second track are spaced apart in a second direction transverse to the first direction. Preferably, the second direction is orthogonal to the first direction. Preferably, the first track and the second track run along straight lines.

[0017] The thrust lever can thus be moved back and forth by the user along the first path to control the altitude or thrust in vertical flight mode. By moving the thrust lever along the second direction from the first path to the second path, also referred to below as lateral movement, the aircraft is transferred from vertical flight mode to the main flight mode. The lever can in turn be moved back and forth by the user along the first direction along the second path. This allows the horizontal thrust to be controlled in the main flight mode. By moving the thrust lever sideways from the second path to the first path, the aircraft is transferred from the main flight mode to vertical flight mode.

[0018] Preferably, the thrust is increased or the flight altitude is increased by moving the thrust lever forward with respect to a possible horizontal flight direction of the aircraft, and the thrust is reduced by moving the thrust lever backward.

[0019] The control unit proposed herein enables simple control of a complex aircraft movement. In particular, the control unit allows a user to control thrust in both vertical flight mode and the main flight mode with a single lever. Furthermore, the same lever can be used to control switching between the vertical flight mode and the main flight mode of the aircraft.

[0020] A movement of the thrust lever is detected, for example, via sensors and / or switches. For example, the path on which the thrust lever is located and the position of the thrust lever along the path are detected. Based on the detected position, a control command is determined, for example, by a processor in the control unit, which then controls the thrust unit accordingly.

[0021] For example, the thrust lever can be pivoted or moved translationally around a pivot point along the first direction. Alternatively or additionally, the thrust lever can be pivoted or moved translationally around a pivot point along the second direction.

[0022] In an advantageous embodiment of the control unit, it is further proposed that the thrust lever is movable between the first track and the second track via a third track which connects the first track and the second track.

[0023] The different paths of the throttle lever allow the user, for example, to operate the throttle lever without visual contact. Accordingly, a user can determine whether the throttle lever is in the first or second path based on the position of the throttle lever, for example, without visual contact.

[0024] Here, it is proposed that a fixed third track be arranged between the first track and the second track, which is defined, for example, by a lever guide. The third track is preferably arranged parallel to the second direction.

[0025] Thus, in a certain position at the level of the third track, the thrust lever can be moved out of the first track or the second track in order to move it into the other track.

[0026] In an advantageous embodiment of the control unit, it is further proposed that the third track connects a neutral position of the thrust lever on the first track with a neutral position of the thrust lever on the second track, wherein preferably in the neutral position of the thrust lever in the first path the aircraft is controlled to a constant height in the vertical direction, and preferably in a neutral position of the thrust lever in the second track, the horizontal thrust of the aircraft is reduced.

[0027] Here, it is proposed that the third track connect the respective neutral positions of the throttle lever along the first track and the second track. For example, in a neutral position of the throttle lever, no force is required from a user to hold the throttle lever in position.

[0028] When the thrust lever is in the neutral position along the first path, the control unit is preferably configured to control the aircraft to a constant altitude in the vertical direction. For example, a force exerted by the user on the thrust lever is required to move the thrust lever forward or backward along the first path to increase or decrease the aircraft's altitude. The control unit is configured, for example, to increase the aircraft's altitude during forward movement from the neutral position of the thrust lever and to decrease the aircraft's altitude during reverse movement.

[0029] Preferably, the control unit is arranged to reduce the horizontal thrust when the thrust lever is in the neutral position along the second path, for example until no horizontal thrust is present.

[0030] However, the control unit is designed such that the neutral position of the thrust lever in the second path, designated for horizontal thrust, always provides sufficient horizontal speed to maintain the aerodynamic lift provided by the wing. Otherwise, the lever must always be actively advanced for horizontal flight.

[0031] For example, a force applied by the user to the thrust lever is required to move the thrust lever forward or backward along the second path to increase or decrease the aircraft's thrust. For example, the control unit is configured to utilize the at least one propulsor to generate positive horizontal thrust upon forward movement of the thrust lever from the neutral position and to generate negative horizontal thrust upon reverse movement of the thrust lever.

[0032] In an advantageous embodiment of the control unit, it is further proposed that the control unit is configured such that when the thrust lever is moved from the first path to the second path, a transition phase is initiated in which the aircraft changes from the vertical flight mode to the main flight mode, and wherein the control unit is arranged such that, when the thrust lever is moved from the second path to the first path, a transition phase is started in which the aircraft transitions from the main flight mode to the vertical flight mode.

[0033] Here, it is proposed that the control unit be arranged to initiate a transition phase when the thrust lever is moved from the first path to the second path. A transition phase is defined as a transition phase between the main flight mode and the vertical flight mode.

[0034] When the aircraft transitions from vertical flight mode to main flight mode via the transition phase, the horizontal speed of the aircraft is therefore increased during the transition phase. This happens, for example, when the aircraft takes off or lifts off. Preferably, the horizontal speed is increased during the transition phase at least to the extent that lift is generated by at least one wing of the aircraft, keeping the aircraft in the air without loss of altitude. For this purpose, the horizontal thrust is preferably increased continuously. At the same time, the vertical thrust is preferably reduced until the aircraft has achieved the required lift. Then, for example, the vertical thrust is switched off. Preferably, the thrust, both in the vertical and horizontal directions, is controlled by the processor of the control unit during the transition phase.The aircraft preferably flies in an arc and thus continues to gain altitude, for example in the transition phase during takeoff.

[0035] Furthermore, such a transition phase forms, for example, the transition from the main flight mode to the vertical flight mode. In such a transition phase, the horizontal speed of the aircraft is reduced. This occurs, for example, during a landing. For example, the horizontal speed is reduced to zero in the transition phase. For this purpose, the horizontal thrust is preferably reduced, switched off, or reversed in the opposite direction until the aircraft has reached the desired final horizontal speed of the transition phase. At the same time, the vertical thrust is increased to compensate for the decreasing lift on the at least one wing. Preferably, the thrust in the vertical and horizontal directions is controlled by the processor of the control unit in the transition phase.For example, the aircraft flies in a straight line until it comes to a horizontal standstill, or in a curved line and thus loses altitude during the transition phase, for example when landing.

[0036] The respective transition phase is already initiated, for example, when the thrust lever is moved from the first or second track to the third track.

[0037] In an advantageous embodiment of the control unit, it is further proposed that the control unit is configured to adjust the orientation of at least the thrust of a propulsor of the thrust unit to switch between providing the vertical thrust and providing the horizontal thrust.

[0038] Here, it is proposed that at least the thrust of a propulsor can be aligned by means of the control unit. For example, the alignment of a propulsor of the thrust unit or a thrust-aligning means, for example a channel, can be adjusted by means of the control unit. The propulsor or the thrust-aligning means can thus preferably be moved by the control unit between a vertical position for providing the vertical thrust and a horizontal position for providing the horizontal thrust. The control unit is preferably designed to move the at least one propulsor into intermediate positions between a purely horizontal position and a purely vertical position, for example during the transition phase.

[0039] In an advantageous embodiment of the control unit, it is further proposed that the control unit is configured to control the power of at least a first propulsor of the thrust unit for providing the vertical thrust and the power of the second propulsor for providing the horizontal thrust.

[0040] Here, it is proposed that the control unit is a control unit for an aircraft having at least one first propulsor, preferably at least two first propulsors, which are designed to generate vertical thrust.

[0041] Furthermore, in this embodiment, the aircraft for which the control unit is designed comprises at least one second propulsor, preferably at least two second propulsors, which are designed to provide horizontal thrust.

[0042] In the main flight mode, the thrust provided by the second propulsors is therefore greater than that provided by the first propulsors. Conversely, in vertical flight mode, the thrust provided by the first propulsors is greater than that provided by the second propulsors.

[0043] Preferably, the control unit is configured to provide the thrust in the main flight mode exclusively or predominantly with the aid of the at least one second propulsor.

[0044] Preferably, the control unit is configured to provide thrust in vertical flight mode exclusively or predominantly with the aid of the at least one first propulsor.

[0045] Preferably, the control unit is configured to increase the thrust component of either the at least one first propulsor or the at least one second propulsor in the transition phase and to simultaneously reduce the thrust component of the other propulsor.

[0046] According to a further aspect, an aircraft for operation in a vertical flight mode and a main flight mode is proposed, comprising at least the following components: - at least one wing; - at least one thrust unit for providing thrust to the aircraft; and - a control unit according to an embodiment as described above, by means of which the thrust of the aircraft can be controlled.

[0047] Here, an aircraft is proposed that has at least one wing, for example, a thrust unit, and a control unit. The aircraft is preferably a small aircraft, preferably for a maximum of five, three, two, or one passenger.

[0048] The aircraft preferably comprises a plurality, more preferably two, of wings. The wings are designed to provide lift based on a horizontal speed of the aircraft.

[0049] The thrust unit is designed to provide thrust for the aircraft. As explained above, the thrust comprises vertical thrust and horizontal thrust. Preferably, the thrust unit comprises a plurality of propulsors. The propulsors are, for example, propellers or turbines. Preferably, the propulsors are electrically driven propulsors.

[0050] The control unit is designed as described above. The thrust lever is preferably located in a cockpit or passenger cabin of the aircraft so that it can be operated by a user. As explained, the control unit controls the aircraft's thrust via the thrust unit. For this purpose, the thrust unit is connected to the control unit so that corresponding control commands can be transmitted.

[0051] For this purpose, the control unit comprises at least one processor and a data memory in addition to the thrust lever.

[0052] The proposed aircraft is particularly easy and intuitive to control. In particular, the aircraft's thrust can be controlled with a single throttle lever, allowing one-handed operation. The same lever allows the aircraft to be adjusted between vertical flight mode and a primary flight mode.

[0053] In an advantageous embodiment of the aircraft, it is further proposed that the thrust of at least one propulsor of the thrust is adjustable between a vertical flight orientation for providing the vertical thrust and a horizontal flight orientation for providing the horizontal thrust.

[0054] Here, it is proposed that at least one propulsor of the thrust unit or a thrust-directing means thereof, e.g., a guide channel, be adjustable in its orientation. Preferably, the propulsor is movable between a vertical position / orientation for providing vertical thrust and a horizontal position / orientation for providing horizontal thrust. Preferably, the propulsor is also movable in an intermediate position between a purely horizontal and a purely vertical position, for example, during the transition phase.

[0055] In an advantageous embodiment of the aircraft, it is further proposed that the thrust unit comprises a plurality of propulsors, wherein at least one of the plurality of propulsors is configured to provide the vertical thrust, and at least one of the plurality of propulsors is designed to provide horizontal thrust.

[0056] Here, it is proposed that the aircraft comprises at least one first propulsor, preferably at least two first propulsors, which are designed to provide vertical thrust.

[0057] Furthermore, in this embodiment, the aircraft has at least one second, preferably at least two second propulsors, which are designed to provide the horizontal thrust.

[0058] In the main flight mode, the thrust provided by the second propulsor is therefore greater than the thrust provided by the first propulsor. Conversely, in vertical flight mode, the thrust provided by the first propulsor is greater than the thrust provided by the second propulsor.

[0059] Preferably, the thrust in the main flight mode is provided exclusively or predominantly by means of the at least one second propulsor.

[0060] Preferably, the thrust in vertical flight mode is provided exclusively or predominantly by means of the at least one first propulsor.

[0061] Preferably, in the transition phase, the thrust component of either the at least one first propulsor or the at least one second propulsor is increased and, at the same time, the thrust component of the other propulsor is reduced.

[0062] In an advantageous embodiment of the aircraft, it is further proposed that the aircraft is an electric vertical take-off and landing aircraft [eVTOL].

[0063] Preferably, the aircraft is an electric vertical takeoff and landing (eVTOL) aircraft. Preferably, the aircraft comprises at least one energy storage device, particularly preferably an electric battery storage device, such as a traction battery.

[0064] The invention described above will be explained in detail below against the corresponding technical background with reference to the accompanying drawings, which illustrate preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not dimensionally accurate and are not suitable for defining dimensional relationships. It is shown in Fig. 1: An aircraft in different flight modes; Fig. 2: A control unit with a thrust lever of the aircraft according to Fig. 1 in a first lane; Fig. 3: The thrust lever according to Fig. 2 of an aircraft in a second orbit; and Fig. 4: The aircraft according to Fig. 1.

[0065] In Fig. Figure 1 shows an aircraft 2 in various flight modes. The aircraft 2 is, for example, an eVTOL aircraft 2 [electric vertical take-off and landing aircraft] and comprises a thrust unit 17 with propulsors 15, 16 (not shown here) and two wings 18 (cf. Fig. 4). A plurality of first propulsors 15 are arranged to provide vertical thrust in a vertical flight mode 4, and a plurality of second propulsors 16 are arranged to provide horizontal thrust in a main flight mode 5. The aircraft 2 is shown taking off in the initial vertical flight mode 4 and the subsequent main flight mode 5, as well as a transition phase 14 therebetween. The aircraft 2 is drawn in a solid line in a first initial state. Starting from this state, a vertical takeoff occurs in vertical flight mode 4.

[0066] As soon as a predetermined flight altitude 13 is reached in vertical flight mode 4, for example, in an urban environment, a safe flight altitude 13 without endangering buildings and / or a predetermined flight altitude 13 for efficient operation of the second propulsors 16 configured for a main flight mode 5, the aircraft enters the transition phase 14. The transition between vertical flight mode 4 and a main flight mode 5 (horizontal flight) is the transition phase 14, in which both the first propulsors 15 and the second propulsors 16 provide thrust. During the transition phase 14, the vertical thrust of the first propulsors 15 is slowly reduced, while the horizontal thrust of the second propulsors 16 is increased. Overall, the aircraft 2 thus performs an arcing flight until the vertical thrust is reduced to zero (or the first propulsors 15 go into idle or are switched off).

[0067] Once the transition phase 14 is complete, for example, when the vertical thrust is zero, the aircraft 2 enters its main flight mode 5, for example, a horizontal cross-country flight. Within the main flight mode 5, the horizontal speed is such that lift is generated via the wings 18 and no additional vertical thrust is required.

[0068] When the aircraft 2 lands, the sequence is reversed in the same way, so that the second propulsors 16 no longer provide any thrust at the end, while the first propulsors 15 provide sufficient thrust to keep the aircraft 2 in the air or to descend in a controlled manner.

[0069] In Fig. 2 is a control unit 1 with a thrust lever 3 of the aircraft 2 according to Fig. 1 in a first track 6 in a schematic plan view. The following description refers to Fig. 1. In this respect, reference is made to the description thereof. The thrust lever 3 is configured to move between two tracks 6, 7. Here, the thrust lever 3 is currently shown within the first track 6 in a neutral position 11 in the first track 6. The neutral position 11 thus represents the thrust lever position of the first propulsors 15. The first track 6 is designed for the vertical flight mode 4, for example for taking off and landing the aircraft 2. In other words, the thrust lever 3 is moved in the first track 6 to control the vertical thrust in the vertical flight mode 4. In this case, the thrust lever 3 is set such that the thrust of the first propulsors 15 is increased in the first direction 9 upwards, as shown, and thus a vertical takeoff or altitude climb 13 of the aircraft 2 is initiated.Conversely, when the aircraft 2 lands and the thrust lever 3 moves downwards along the first direction 9, the thrust is reduced and thus the flight altitude 13 is reduced.

[0070] Within the first path 6, the thrust lever 3 can be moved up and down along the first direction 9, with the uppermost point 20 of the first path 6 representing the maximum vertical thrust of the propulsors 15 and the lowermost point 21 of the first path 6 representing the minimum vertical thrust of the propulsors 15 (represented here as dashed lines). The lever position of the thrust lever 3 along the first path 6 controls the vertical thrust and thus the flight altitude 13 of the aircraft 2.

[0071] Within the neutral position 11 in the first track 6 shown here, the thrust lever 3 can be moved along a second direction 10, as shown sideways, into the third track 8. Outside the neutral positions 11, 12, the movement is prevented mechanically, for example by guiding the thrust lever 3. The third track 8 represents a transition between the first and second tracks 6, 7 of the thrust lever 3. The control unit 1 is designed to start the transition phase 14 when the thrust lever 3 moves from the neutral position 11 into the third track 8 or when the thrust lever 3' has reached the second track 7 and moved into it.

[0072] The control unit 1 is designed, for example, to execute further avionic control chains and / or procedures to ensure that the transition phase 14 is as comfortable and safe as possible for the passengers of the aircraft 2. In addition to the thrust lever 3, the control unit 1 preferably comprises a processor 24 and a data memory 25. For example, the position of the thrust lever 3 in the tracks 6, 7 is detected by sensors or switches and converted into a flight mode or thrust by the processor 24.

[0073] In Fig. 3 is the thrust lever 3 according to Fig. 2 of an aircraft 2 in a second track 7.

[0074] As explained, by moving the thrust lever 3 from the first track 6 to the second track 7, the aircraft 2 is moved from the vertical flight mode 4 to the main flight mode 5, for example, via the transition phase 14. Conversely, by moving the thrust lever 3 from the second track 7 to the third track 8, the aircraft 2 is moved from the main flight mode 5, for example, via a transition phase 14, to the vertical flight mode 4, for example, during a landing. In this case, the thrust lever 3 can be moved out of and into the first or second track 6, 7 into a neutral position 11, 12.

[0075] The neutral position 12 in the second track 7 represents the thrust lever position of the second propulsors 16 and is preferably set such that the horizontal speed is at least greater than the stall speed of the aircraft 2.

[0076] Preferably, the horizontal speed and thus the horizontal thrust are provided with an appropriate safety factor (greater than one) so that the aircraft 2 always moves above the stall speed within the neutral position 12 in the second runway 7.

[0077] Within the second track 7 and along the first direction 9, the horizontal thrust of the second propulsors 16 is adjustable. Thus, as shown, the uppermost point 22 of the second track 7 represents the maximum horizontal thrust of the second propulsors 16, and the lowermost point 23 represents the minimum horizontal thrust or the maximum negative thrust of the second propulsors 16. The aircraft 2 can be decelerated, for example, using airbrakes (shown here as dashed lines).

[0078] It should be noted that the horizontal thrust and the vertical thrust of the propulsors 15, 16 do not have to be equal for the same position in the first direction 9 along the respective first and second paths 15, 16. For example, the maximum vertical thrust is significantly lower than the maximum horizontal thrust. Simply put, a lower speed ascent is desired, but high horizontal thrust and thus a high horizontal speed are desired.

[0079] In Fig. 4, the aircraft 2 is in accordance with Fig. 1 in a perspective view. The aircraft 2 comprises a thrust unit 17 with a plurality of propulsors 15, 16, a control unit 1, and a cockpit 19. The control unit 1 (not shown here) consists, for example, of avionics components. The thrust lever 3 with the tracks 6, 7, 8 is arranged within the cockpit 19 and can be operated by at least one user.

[0080] The propulsors 15, 16 are arranged for vertical flight mode 4 and main flight mode 5. In the illustrated embodiment, the aircraft 2 has two first propulsors 15 for vertical flight mode 4 and two second propulsors 16 for main flight mode 5. The first propulsors 15 are arranged within the wings 18.

[0081] Purely optionally, the aircraft 2 has additional retractable first propulsors 15 of the thrust unit 17 at the nose of the aircraft 2, here, for example, below the cockpit 19. For example, these first propulsors 15 are only required for the takeoff of the aircraft 2 and can be retracted after takeoff.

[0082] The thrust lever shown here can provide an aircraft that is easy to handle for both vertical takeoff and landing and conventional, wing-assisted flight.

Claims

[1] Control unit (1) for an aircraft (2), comprising a thrust lever (3) for controlling a vertical thrust in a vertical flight mode (4) of the aircraft (2) and a horizontal thrust in a main flight mode (5) of the aircraft (2); characterized by , that the thrust lever (3) for controlling the vertical thrust in vertical flight mode (4) is movable on a first path (6) along a first direction (9), wherein the thrust lever (3) is movable on a second path (7) along the first direction (9) for controlling the horizontal thrust in a main flight mode (5), and wherein the first track (6) and the second track (7) are spaced apart from one another along a second direction (10) transverse to the first direction (9). [2] Control unit (1) according to claim 1, wherein the push lever (3) is movable between the first track (6) and the second track (7) via a third track (8) connecting the first track (6) and the second track (7). [3] Control unit (1) according to claim 1 or claim 2, wherein the third track (8) connects a neutral position (11) of the thrust lever (3) on the first track (6) with a neutral position (12) of the thrust lever (3) on the second track (7), the aircraft (2) is preferably controlled in the neutral position (11) of the thrust lever (3) on the first track (6) to a constant height (13) in the vertical direction, and preferably in a neutral position (12) of the thrust lever (3) on the second track (7), the horizontal thrust of the aircraft (2) is reduced. [4] Control unit (1) according to one of the preceding claims, wherein the control unit (1) is arranged such that when the thrust lever (3) is moved from the first path (6) to the second path (7), a transition phase (14) is started, in which the aircraft (2) transitions from the vertical flight mode (4) to the main flight mode (5), and wherein the control unit (1) is set up such that when the thrust lever (3) is moved from the second path (7) to the first path (6), a transition phase (14) is started, in which the aircraft (2) transitions from the main flight mode (5) to the vertical flight mode (4). [5] Control unit (1) according to one of the preceding claims, wherein the control unit (1) is arranged to adjust the orientation of at least the thrust of a propulsor (15, 16) of the thrust unit (17) to alternate between providing the vertical thrust and providing the horizontal thrust. [6] Control unit (1) according to one of the preceding claims, wherein the control unit (1) is arranged to control the power of at least a first propulsor (15) of the thrust unit (17) for providing the vertical thrust and the power of the second propulsor (16) for providing the horizontal thrust. [7] Aircraft for operation in a vertical flight mode (4) and a main flight mode (5), comprising at least the following components: - at least one wing (18); - at least one thrust unit (17) for providing thrust to the aircraft (2); and - a control unit (1) according to one of the preceding claims, with which the thrust of the aircraft (2) can be controlled. [8] Aircraft (2) according to claim 7, wherein the thrust unit (17) comprises at least one propulsor (15, 16) for providing thrust which is adjustable between a vertical flight orientation for providing the vertical thrust and a horizontal flight orientation for providing the horizontal thrust. [9] Aircraft (2) according to claim 7 or claim 8, wherein the thrust unit (17) comprises a plurality of propulsors (15, 16), wherein at least one of the plurality of propulsors (15) is designed to provide the vertical thrust, and at least one of the plurality of propulsors (16) is designed to provide the horizontal thrust. [10] Aircraft (2) according to one of claims 7 to 9, wherein the aircraft (2) is an electric vertical take-off and landing aircraft [eVTOL].

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