Control unit for an aircraft

Abstract

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 in that the thrust lever (3) is movable along a path (6) for controlling the horizontal thrust in the main flight mode (5) and the vertical thrust in the vertical flight mode (4), and wherein at least one control segment (7) of the thrust lever (3) is rotatable between a first rotational position (8) and a second rotational position (9) in order to switch between the main flight mode (5) and the vertical flight mode (4).

Description

The invention relates to a control unit for an aircraft and an aircraft comprising such a control unit.Aircraft can be moved three-dimensionally in space. This results in a complex control system. Known commercial aircraft have, for example, in addition to a large number of other control elements, a push lever per turbine. Normally, two of the four turbines are controlled separately.However, recent developments in aviation further increase the complexity. In particular, the field of new propulsion systems, especially of electrically vertically starting and landing aircraft (eVTOL), develops very quickly. An important feature of many such aircraft is, for example, the ability to launch or land perpendicularly, thereby further increasing the complexity of the control. At the same time, the number of individual propulsors increases further. Instead of a maximum of two or four kerosine-driven turbines, as was the case previously, a larger number of small propulsors are often provided, which are electrically driven, for example.DE 60 2005 000 065 T2 discloses a thrust lever for controlling a propeller turbine engine, i.e. an engine having a gas turbine which drives one or more propellers via a gearbox.US 2023 / 0 202 534 A1 discloses interfaces for aircraft control systems, in particular interfaces for aircraft control systems, which standardize the classification and selection of flight schedules and flight modes within the selected flight schedule.US 2009 / 0 283 644 A1 discloses a control lever arrangement for a tilt rotor aircraft, which comprises at least one control lever which is movable relative to a control lever carrier. The control lever carrier has a rotational position that changes according to the inclination of the rotor of the aircraft.Further, US 2019 / 0 071 167 A1 discloses a hand controller for an aircraft, including a single axis hand controller configured to control the movement of an aircraft along a vertical axis. The hand controls further include a triaxial hand control configured to control movement of the aircraft within a plane defined by a roll axis and a pitch axis as well as about a yaw axis.On the basis of this, the object of the present invention is to overcome at least partially the disadvantages known from the prior art. The features according to the invention are evident from the independent claims, to which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically expedient manner, wherein the explanations from the following description and features from the figures, which comprise supplementary embodiments of the invention, can also be used for this purpose.The invention relates to a control unit for an aircraft, comprising a push lever for controlling a vertical push in a vertical flight mode of the aircraft and a horizontal push in a main flight mode of the aircraft.The control unit is characterized in that the push lever is movable along a path for controlling horizontal thrust in main flight mode and vertical thrust in vertical flight mode, and wherein at least one control segment of the push lever is rotatable between a first rotational position and a second rotational position to switch between main flight mode and vertical flight mode.Unless expressly stated otherwise, the ordinal numbers in the foregoing and following descriptions are only for the unique distinction and do not reflect any order or ranking of the designated components. An atomic number greater than one does not imply that another such component must necessarily be present.A control unit for an aircraft is proposed herein. The aircraft has a vertical flight mode and a main flight mode. The vertical flight mode is used by means of the control unit for a take-off or landing, for example.In the vertical flight mode, the vertical load-bearing force, which counteracts the weight force of the aircraft, is preferably generated exclusively by a vertical thrust. The vertical thrust is generated, for example, by a thrust unit of the aircraft.In the main flight mode, the vertical support 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. With the aid of the wing, the lift force can be generated on the basis of a horizontal speed of the aircraft. By means of the thrust unit of the aircraft, a horizontal thrust is generated in order to accelerate the aircraft in the horizontal direction and to maintain a horizontal speed.The control unit comprises a thrust lever with which the thrust of the aircraft is controlled or regulated both in a vertical flight mode and in a main flight mode.The push lever is movable along a path for controlling the horizontal thrust in the main flight mode and the vertical thrust in the vertical flight mode. Preferably, the push lever is movable along an identical path to control both horizontal push in main flight mode and vertical push in vertical flight mode.In this case, a control segment of the push lever or the entire push lever is rotatable between a first rotational position and a second rotational position in order to switch between the main flight mode and the vertical flight mode.If the control segment is in the first rotational position, the height of the aircraft or the vertical thrust is controlled by moving the thrust lever along the track. This occurs, for example, during take-off or landing.If the control segment is in the second rotational position, the horizontal thrust of the aircraft is controlled by moving the thrust lever along the path.The control unit is thus configured to switch between a main flight mode and a vertical flight mode by rotating the control segment and thus to switch the thrust controlled by means of the thrust lever from a vertical thrust to a horizontal thrust or vice versa.Preferably, by advancing the push lever with respect to a possible horizontal flight direction of the aircraft, the thrust or flight altitude is increased and by moving the thrust or flight altitude backward.The control unit proposed herein enables simple control of a complex movement of the aircraft. In particular, the control unit allows a user to control the thrust in both the vertical and main flight modes with a single lever. Furthermore, a change between the vertical flight mode and the main flight mode of the aircraft can be controlled with the same lever.A movement of the push lever is detected, for example, by means of sensors and / or switches. For example, the rotational position of the control segment and the position of the push lever along the path are detected. On the basis of the detected position, a control command is determined, for example, by means of a processor of the control unit, by means of which control command the thrust unit is controlled accordingly.The lever is pivotable or translatory along the first direction or the path, for example about a pivot point. The control segment is rotatable, for example, about a longitudinal axis of the push lever. The push lever preferably has an indicator means by means of which it is indicated to the user that the push lever is in the first or second rotational position. Preferably, the display means is designed to provide feedback to the user without eye contact. With the aid of the display means, for example, a counterforce to be overcome is provided before and / or after the rotational position or a vibration signal is generated when the respective rotational position is reached. For example, the push lever has an engagement mechanism for the first rotational position and / or the second rotational position of the control segment. For example, the control segment can be moved by a pulling or sliding movement, preferably orthogonally to the path course, from a locking position of the locking mechanism into the first and / or second rotational position for rotating the control segment. Alternatively or additionally, the push lever comprises, for example, an actuating means, for example a release lever, for releasing the rotation.In an advantageous embodiment of the control unit, it is further proposed that the rotatable control segment comprises a handle.It is now proposed here that the control segment comprises a handle. For example, the handle is configured to indicate the rotational position of the control segment. For example, the handle is rod-shaped. Here, the rod is oriented, for example, orthogonally to the path in a first rotational position and parallel to the path in the second rotational position. Accordingly, a user may recognize whether the handle or control segment is in the first rotational position or the second rotational position based on the position of the handle, for example without eye contact.In an advantageous embodiment of the control unit, it is further proposed that the rotatable control segment is rotatable only in a neutral position of the push lever; wherein the aircraft is preferably controlled to a constant height in the vertical direction in the neutral position of the push lever in the first rotational position, and the horizontal thrust of the aircraft is preferably reduced in a neutral position of the push lever in the second rotational position.According to this embodiment, the push lever or control segment is only rotatable, for example between the first rotational position and the second rotational position, when the push lever is in a neutral position along the track. The control unit is designed, for example, to display the neutral position for the user, for example, haptically via a resistor. For example, in a neutral position of the push lever, no force is required by a user to hold the push lever in position.When the push lever is in the neutral position of the track while the control segment is in the first rotational position, the control unit is preferably configured to control the aircraft to a constant height in the vertical direction. The control unit is configured, for example, to increase the height of the aircraft during the forward movement of the push lever from the neutral position and to decrease the height of the aircraft during the rearward movement of the push lever.Preferably, the control unit is configured to reduce the horizontal thrust in the neutral position of the push lever on the track, for example until there is no longer any horizontal thrust when the control segment is in the second rotational position.However, the control unit is configured such that the neutral position of the push lever in the second path provided for the horizontal push always provides a sufficient horizontal speed for maintaining the aerodynamic lift by the wing. Otherwise, the lever must always be actively advanced for horizontal flight.For example, the control unit is configured to use the at least one propulsor to generate a positive horizontal thrust when the push lever moves forwards from the neutral position and to generate a negative horizontal thrust when the push lever moves backwards or to brake the aircraft otherwise.In an advantageous embodiment of the control unit, it is further proposed that the control unit is designed such that, during the movement of the control segment of the push lever from the first rotational position into the second rotational position, a transition phase is initiated in which the aircraft transitions from the vertical flight mode into the main flight mode, and the control unit is designed such that, during the movement of the control segment of the push lever from the first rotational position into the second rotational position, a transition phase is initiated in which the aircraft transitions from the main flight mode into the vertical flight mode.It is now proposed here that the control unit is arranged to start a transition phase when the push lever is moved from the first rotational position to the second rotational position. A transition phase is defined as a transition phase between the main flight mode and the vertical flight mode.Therefore, when the aircraft transitions from the vertical flight mode to the main flight mode via the transition phase, the horizontal speed of the aircraft is increased during the transition phase. This occurs, for example, when the aircraft starts or lifts. The horizontal speed is preferably increased in the transition phase at least to such an extent that the at least one airfoil, preferably a wing, of the aircraft generates lift which keeps 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 reached the required lift. Subsequently, for example, the vertical thrust is turned off. Preferably, the thrust, both in the vertical and in the horizontal direction, is controlled in the transition phase by the computer unit of the control unit. The aircraft preferably flies in an arc line and thus continues to increase altitude during the takeoff, for example in the transition phase.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 landing. For example, the horizontal speed is reduced to zero in the transition phase. For this purpose, the horizontal thrust is preferably reduced, shut 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 in order to compensate for the decreasing lift on the at least one wing. Preferably, the thrust in the vertical and horizontal directions in the transition phase is controlled by the processor of the control unit. The aircraft flies, for example, in a straight line until a horizontal standstill occurs, or in an arc line and thus loses altitude already in the transition phase, for example, during landing.For example, the respective transition phase can already be triggered when the push lever is moved from the respective first or second rotational position.In an advantageous embodiment of the control unit, it is further proposed that the control unit is configured to adapt at least the thrust of a propulsor of the thrust unit in its orientation for changing between the provision of the vertical thrust and the provision of the horizontal thrust.It is now proposed here that at least the thrust of a propulsor can be oriented in its orientation by means of the control unit. For example, a propulsor of the thrust unit or a thrust directing means, for example a channel, can be oriented in its orientation by means of the control unit. Preferably, the propulsor or the thrust directing means is movable by the control unit between a vertical orientation for providing the vertical thrust and a horizontal orientation for providing the horizontal thrust. In this case, the control unit is preferably also designed for moving the at least one propulsor in intermediate alignment between a purely horizontal alignment and a purely vertical alignment, for example during the transition phase.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 one first propulsor of the thrust unit to provide the vertical thrust and the power of the second propulsor to provide the horizontal thrust.It is proposed here that the control unit is a control unit for an aircraft, which control unit has at least one first propulsor, preferably at least two first propulsors, which are designed to generate vertical thrust.Furthermore, the aircraft for which the control unit is configured comprises, in this embodiment, at least one second propulsor, preferably at least two second propulsors, which are configured to provide a horizontal thrust.In the main flight mode, the thrust provided by the second propulsors is therefore higher than the thrust provided by the first propulsors. Conversely, in the vertical flight mode, the thrust provided by the first propulsors is greater than the thrust provided by the second propulsors.The control unit is preferably configured to provide the thrust in the main flight mode exclusively or predominantly with the aid of the at least one second propulsor.The control unit is preferably configured for exclusively or predominantly providing the thrust by the at least one first propulsor in vertical flight mode.The control unit is preferably configured to increase the proportion of thrust of either the at least one first propulsor or the at least one second propulsor in the transition phase and to simultaneously reduce the proportion of thrust of the respective other propulsor.According to a further aspect, an aircraft is proposed, wherein the aircraft comprises at least the following components:at least one support surface;at least one thrust unit for providing a thrust to the aircraft; anda control unit according to an embodiment as described above, by means of which the thrust of the aircraft is controllable.An aircraft is now proposed here which has at least one wing, a thrust unit and a control unit. The at least one support surface is preferably a wing. The aircraft is preferably a small aircraft, preferably for a maximum of five, three, two or one passenger.The aircraft preferably comprises a plurality, more preferably two, airfoils. The airfoils are configured to provide lift based on a horizontal velocity of the aircraft.The thrust unit is designed to provide the thrust to the aircraft. As explained above, the thrust includes a vertical thrust and a horizontal thrust. The pushing unit preferably comprises a plurality of propulsors. The propulsors are, for example, propellers or turbines. The propulsors are preferably electrically drivable propulsors.The control unit is designed as described above. The push lever is preferably arranged in a cockpit or a passenger cabin of the aircraft, so that it can be operated by a user. As explained, the thrust of the aircraft is controlled by means of the control unit via the thrust unit. For this purpose, the thrust unit is connected to the control unit, so that corresponding control commands can be transmitted.For this purpose, the control unit comprises, in addition to the push lever, at least one processor and a data memory.The proposed aircraft is particularly simple and intuitive to control. In particular, the thrust of the aircraft is controllable with a single thrust lever and thus with one hand, and the aircraft is adaptable with the same lever between the vertical flight mode in a main flight mode.In an advantageous embodiment of the aircraft, it is further proposed that the thrust unit comprises at least one propulsor which is adjustable between a vertical flight orientation for providing the vertical thrust and a horizontal flight orientation for providing the horizontal thrust.It is now proposed here that at least one propulsor of the thrust unit can be aligned in its alignment. Preferably, the propulsors are movable between a vertical orientation for providing the vertical thrust and a horizontal orientation for providing the horizontal thrust. Preferably, the propulsor is also movable into an intermediate orientation between a purely horizontal orientation and a purely vertical orientation, for example during the transition phase.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 configured to provide the horizontal thrust.It is proposed here that the aircraft comprises at least one first propulsor, preferably at least two first propulsors, which are designed to provide vertical thrust.Furthermore, in this embodiment, the aircraft has at least one second propulsor, preferably at least two second propulsors, which are designed to provide the horizontal thrust.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 the vertical flight mode, the thrust provided by the first propulsor is greater than the thrust provided by the second propulsor.Preferably, the thrust in the main flight mode is provided exclusively or predominantly with the aid of the at least one second propulsor.Preferably, the thrust is provided exclusively or predominantly with the aid of the at least one first propulsor in the vertical flight mode.Preferably, the thrust in the transition phase is 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 respective other propulsor is reduced.In an advantageous embodiment of the aircraft, it is further proposed that the aircraft is an electric vertical takeoff and landing aircraft [eVTOL].Preferably, the aircraft is a vertical takeoff and landing electric aircraft (eVTOL). The aircraft preferably comprises at least one energy storage device, particularly preferably an electric battery storage device, such as a traction battery.The invention described above will be explained in detail below in the background art with reference to the accompanying drawings illustrating preferred embodiments. The invention is in no way limited by the purely schematic drawings, wherein 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 : shows a push lever of the aircraft according to FIG. 1 ; FIG. 3 : shows a control unit of an aircraft with a push lever in a first rotational position; FIG. 4 : a control unit of an aircraft with a push lever in a second rotational position; and FIG. 5 : The aircraft according to FIG. 1.FIG. 1 shows an aircraft 2 in different flight modes. The aircraft 2 is here, for example, an eVTOL aircraft 2 [electric vertical take-off and landing aircraft] and comprises a thrust unit 16 with propulsors 14, 15 (not shown here) and (as shown) two aerofoils 17 (cf. FIG. 5 ). The supporting surfaces 17 are designed as wings according to the drawing. A plurality of first propulsors 14 is arranged to provide a vertical thrust in a vertical flight mode 4 and a plurality of second propulsors 15 is arranged to provide a horizontal thrust in a main flight mode 5. The aircraft 2 is shown during a starting process in the initial vertical flight mode 4 and the subsequent main flight mode 5 and an intermediate transition phase 13. The aircraft 2 is shown in a continuous outline in a first initial state. Starting from this state, a vertical launch takes place in the vertical flight mode 4.Once a predetermined flight altitude 12 has been reached in the vertical flight mode 4, for example in an urban environment a safe flight altitude 12 without hazardous buildings and / or a predetermined flight altitude 12 for efficient operation of the second propulsors 15 configured for a main flight mode 5, the aircraft 2 enters a transition phase 13. The transition between the vertical flight mode 4 and a main flight mode 5 (horizontal flight) is the transition phase 13 in which both the first propulsors 14 and the second propulsors 15 provide thrust. In the transition phase 13, the vertical thrust of the first propulsors 14 is reduced slowly, while the horizontal thrust of the second propulsors 15 is increased. Overall, the aircraft 2 thus carries out an arc flight until the vertical thrust is reduced to zero (or the first propulsors 14 go into idling or are switched off).When the transition phase 13 is complete, for example the vertical thrust is equal to zero, the main flight mode 5 of the aircraft 2, for example a horizontal overland flight, takes place. Within the main flight mode 5, the horizontal speed is so high that the lift takes place via the wings 17 and no additional vertical thrust is required.When landing the aircraft 2, the sequence is reversed in the same way, so that the second propulsors 15 no longer provide thrust at the end, while the first propulsors 14 provide sufficient thrust to keep the aircraft 2 in the air or to lower it in a controlled manner.FIG. 2 shows a push lever 3 of the aircraft 2 according to FIG. 1 in a schematic plan view. The following description refers to FIG. 1. The push lever 3 is configured to move between two rotational positions 8, 9. Here, the push lever 3 is shown within a track 6 in two different rotational positions 8, 9. The first rotational position 8, on the left in the illustration, is designed for the vertical flight mode 4, i.e. for takeoff and landing of the aircraft 2. The second rotational position 9 in the right-hand illustration is designed for the main flight mode 5, for example a horizontal overland flight.Within the neutral position 11 shown here, the push lever 3 or a control segment 7 of the push lever 3, in this case designed as a handle 10, can be moved from the first rotational position 8 along a second rotational direction 19 into the second rotational position 9. Outside the neutral position 11, the movement is prevented, for example, mechanically.FIG. 3 shows a control unit 1 with a push lever 3 of an aircraft 2 in a first rotational position 8 in a schematic plan view. The following description refers to FIG. 2 In this respect, reference is made to the description there. The push lever 3 is configured such that a push increase of the first propulsors 14 in the first direction 18 takes place upwards, as illustrated, and a vertical takeoff or elevation 12 of the aircraft 2 is thus initiated. Conversely, when the aircraft 2 lands and the thrust lever 3 is moved downward along the first direction 18 as shown, the thrust is reduced and thus the height 12 is reduced.The push lever 3 can be moved up and down along the first direction 18 within the web 6, wherein the uppermost point 23 of the web 6 in this first rotational position 8 of the push lever 3 represents the maximum vertical thrust of the propulsors 14 and, correspondingly, the lowermost point 24 of the first direction 18 of the web 6 represents the minimum vertical thrust of the first propulsors 14 (here each represented as dashed lines). The vertical thrust and thus the flight height 12 of the aircraft 2 are controlled via the position 11 of the thrust lever 3 along the track 6.The control unit 1 is configured to start the transition phase 13 when the push lever 3 moves from the neutral position 11 into the first rotational position 8 or when the push lever 3 is moved from the neutral position 11 into a second rotational position 9 (cf. FIG. 4 ).The control unit 1 is designed, for example, for executing further avionic control chains and / or procedures, so that a transition phase 13 is as comfortable and safe as possible for the passengers of the aircraft 2. In addition to the push lever 3, the control unit 1 preferably comprises a processor 21 and a data memory 22. For example, the position 11 of the push lever 3 in the tracks 6 is detected by means of sensors or switches and is converted by the processor 21 into one of the flight modes (vertical flight mode or main flight mode) or thrust.FIG. 4 shows a control unit 1 with a push lever 3 of an aircraft 2 in a second rotational position 9 in a schematic plan view. The following description refers to FIGS. 2 and 3. The push lever 3 is configured such that, in the second rotational position shown, an upward movement of the push lever 3 in the first direction 18 brings about an increase in the thrust of the second propulsors 15 and thus initiates a horizontal acceleration or an increase in the horizontal speed of the aircraft 2. Conversely, when the push lever 3 moves downward along the first direction 18, as shown, a thrust reduction, a negative thrust movement or another deceleration of the aircraft 2 and thus a reduction of the horizontal speed is carried out. The neutral position 11 in the second rotational position 9 corresponds to the illustrated push lever position of the second propulsors 15 and is set such that the horizontal speed is at least greater than the stall speed of the aircraft 2.According to the illustration, the uppermost point 25 of the web 6 in the illustrated second rotational position 9 is the maximum horizontal thrust of the second propulsors 15 and the lowermost point 26 is the minimum horizontal thrust or the maximum negative thrust or the smallest thrust of the second propulsors 15 (in this case each illustrated as dashed lines) or a deceleration of the aircraft 2, for example by brake flaps.It should be noted that the horizontal thrust and the vertical thrust of the propulsors 14, 15 need not be equal. For example, the maximum vertical thrust is substantially less than the maximum horizontal thrust. Expressed simply, because a rise at a lower speed is desired, but a high horizontal thrust and thus a high horizontal speed is desired.FIG. 5 shows the aircraft 2 according to FIG. 1 in a perspective view. The aircraft 2 comprises a propulsion unit 16 with a plurality of propulsors 14, 15, a control unit 1 and a cockpit 20. And is for the transition phase 13 of the aircraft 2. Within the cockpit 20 the push lever 3, for example according to FIGS. 2, 3 and 4, is arranged and can be operated by at least one user.The propulsors 14, 15 are arranged for the vertical flight mode 4 and the main flight mode 5, so that here the aircraft 2 comprises two first propulsors 14 for the vertical flight mode 4 and two second propulsors 15 for the main flight mode 5. The first propulsors 14 are arranged inside the wings 17.Purely optionally, the aircraft 2 has further retractable first propulsors 14 of the thrust unit 16 at the nose of the aircraft 2, here for example below the cockpit 20. For example, these first propulsors 14 are only required for the takeoff of the aircraft 2 and retractable after the takeoff.The push lever shown here can be used to provide an aircraft that is easy to handle for vertical takeoffs and landings as well as for conventional winged flight.

Claims

A control unit (1) for an aircraft (2) comprising a push lever (3) for controlling a vertical push in a vertical flight mode (4) of the aircraft (2) and a horizontal push in a main flight mode (5) of the aircraft (2); characterized in that the push lever (3) is movable along a path (6) for controlling the horizontal push in the main flight mode (5) and the vertical push in the vertical flight mode (4), and wherein at least one control segment (7) of the push lever (3) is rotatable between a first rotational position (8) and a second rotational position (9) to switch between the main flight mode (5) and the vertical flight mode (4).The control unit (1) according to claim 1, wherein the rotatable control segment (7) comprises a handle (10).Control unit (1) according to claim 1 or claim 2, wherein the rotatable control segment (7) is rotatable only in a neutral position (11) of the push lever (3); the aircraft (2) is preferably controlled to a constant height (12) in the vertical direction in the neutral position (11) of the push lever (3) in the first rotational position (8), and the horizontal thrust of the aircraft (2) is preferably reduced in a neutral position (11) of the push lever (3) in the second rotational position (9).Control unit (1) according to one of the preceding claims, wherein the control unit (1) is designed such that, when the control segment (7) of the push lever (3) is moved from the first rotational position (8) into the second rotational position (9), a transition phase (13) is started, in which the aircraft (2) transitions from the vertical flight mode (4) into the main flight mode (5), and wherein the control unit (1) is designed such that, when the control segment (7) of the push lever (3) is moved from the first rotational position (8) into the second rotational position (9), a transition phase (13) is started, in which the aircraft (2) transitions from the main flight mode (5) into the vertical flight mode (4).Control unit (1) according to one of the preceding claims, wherein the control unit (1) is configured to adjust at least the thrust of a propulsor (14, 15) of the thrust unit (16) for changing its orientation between the provision of the vertical thrust and the provision of the horizontal thrust.Control unit (1) according to one of the preceding claims, wherein the control unit (1) is configured to control the power of at least one first propulsor (14) of the thrust unit (16) for providing the vertical thrust and the power of the second propulsor (15) for providing the horizontal thrust.Aircraft (2), wherein the aircraft (2) comprises at least the following components: - at least one wing (17); - at least one thrust unit (16) for providing a thrust for the aircraft (2); and - a control unit (1) according to one of the preceding claims, with which the thrust of the aircraft (2) is controllable.Aircraft (2) according to claim 7, wherein the thrust unit (16) comprises at least one propulsor (14, 15) adjustable between a vertical orientation for providing the vertical thrust and a horizontal orientation for providing the horizontal thrust.The aircraft (2) according to claim 7 or claim 8, wherein the thrust unit (16) comprises a plurality of propulsors (14, 15), wherein at least one of the plurality of propulsors (14) is configured to provide the vertical thrust, and at least one of the plurality of propulsors (15) is configured to provide the horizontal thrust.The aircraft (2) according to any of claims 7 to 9, wherein the aircraft (2) is a vertical takeoff and landing electric aircraft [eVTOL].

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