aircraft

Abstract

The present invention relates to a manned aircraft (10) for transporting persons and / or cargo. To further simplify the construction of a conventional aircraft, the aircraft (10) comprises a payload module (20) and a propulsion module (30), wherein the payload module (20) and the propulsion module (30) are provided as separate modules which are assembled, in particular detachably, to form the aircraft (10). The payload module (20) and the propulsion module (30) are arranged to be rotationally movable (40) relative to each other via a drive unit (41), wherein in particular the payload module (20) is stationary and the propulsion module (30) is rotatable about the payload module (20), and / or the aircraft (10) is rotationally symmetrical, wherein in particular the payload module (20) and the propulsion module (30) are rotationally symmetrical.

Description

The present invention relates firstly to an aircraft for transporting persons and / or cargo. The aircraft is in particular a manned aircraft. Furthermore, the invention also relates to a method for flying such an aircraft. Today's aircraft are modeled on the anatomy of a bird. They consist of an elongated fuselage, whose length is many times greater than its width, at least one, usually two, wings, and a tail section. The cockpit is located in the forward part of the fuselage. Depending on the aircraft's intended use, the fuselage houses a passenger cabin and / or a cargo hold. Flight movements are accomplished by engines and the empennage, consisting of elevators, rudder, and ailerons. The construction of such aircraft requires many different structural and skinning components. This is complex in design and manufacturing, and therefore costly. Furthermore, logistical challenges arise, as the aircraft are not typically manufactured in a single location. Instead, individual components are produced at various sites and then transported to an assembly point where the aircraft is completed. The onboard fuel also presents a challenge. Fuel tanks are usually located in the wings and in the fuselage between the wings. This necessitates complex and extensive control systems to maintain the aircraft's balance during flight, particularly while fuel is being drawn from the tanks.In summary, the known aircraft require a large amount of space for the components necessary for handling, with comparatively little space for passengers and / or cargo. The aircraft described above have looked more or less the same for many decades. However, in recent years there has been a trend away from previous designs and towards experimenting with new aircraft construction possibilities. For example, US patent 2014 / 0319274 A1 discloses a manned aircraft in which the size and shape of a passenger cabin are modified. In this known solution, the structure that bounds the passenger cabin extends 360 degrees around a space defined outside the structure. This structure is described as more resistant to stresses caused by pressurizing the cabin. US Patent 9,193,460 B2, from which the present invention is derived, describes an aircraft with a modular design. One module is a payload module, for example, a passenger cabin. Another module is the propulsion module, which houses the components required for handling the aircraft. Both modules are provided as separable units that are assembled to form the aircraft. Methods for transferring a payload, such as passengers and / or baggage and / or cargo, between an airport and the cabin of an aircraft are described. An aircraft is provided that includes a detachable cabin module. A docking module is also provided to transfer the detachable cabin module between the aircraft, i.e., the propulsion module, and an airport. All in all, these aircraft still basically look the same as ever, with the disadvantages described above. CN 1 12 124 592 A describes an aircraft for transporting people. The aircraft comprises two modules. The first module is a disc-shaped module containing the propulsion unit and power supply. The second module is the cockpit. A motor allows the cockpit to be rotated relative to the disc-shaped module. Due to its disc-shaped design, the aircraft is rotationally symmetrical. A similar rotationally symmetrical aircraft is also described in US 3 465 989 A. The present invention is therefore based on the objective of further simplifying the construction of a conventional aircraft in such a way that the disadvantages described above can be avoided. This problem is solved according to the invention by the aircraft with the features of independent claim 1, which represents the first aspect of the invention, and by the method for flying an aircraft with the features of independent claim 14, which represents the second aspect of the invention. Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details disclosed in connection with one aspect of the invention also apply fully to all other aspects of the invention, and vice versa, so that the disclosure of each aspect of the invention always includes full reference to the other aspects. In particular, the sequence of the method according to the invention is also described in the functional description and the description of the interaction of the individual components of the aircraft according to the invention. Therefore, to avoid repetition, the descriptions of the aircraft according to the invention are also fully referenced with regard to the sequence and implementation of the methods according to the invention. A key concept of the present invention is that, due to its design, the necessary structural components and skinning components of the aircraft are now largely identical and easy to manufacture. Only one tool and / or one manufacturing device is required for each of these components. This significantly reduces the cost of the aircraft. The present invention is not limited in principle to specific materials from which the individual structural components of the aircraft are manufactured. According to one embodiment, these components, or at least some of them, are made of or incorporate carbon fiber materials. Such materials are lightweight, yet simultaneously possess sufficiently high strength, stiffness, and resistance. Of course, the components can also be made of other materials, for example, metal such as aluminum. The aircraft of the invention is, in particular, a manned aircraft. That is, the aircraft is occupied by one or more persons. The aircraft is specifically designed for manned flight. The previously required tail assembly is no longer necessary. Instead, the required flight maneuvers are performed by specially designed engine systems, as explained in detail below. The aircraft of the present invention initially comprises a payload module. A "module" is an element, particularly an interchangeable one, within a complete system. In this context, the complete system is the aircraft. The payload module houses the payload transported during a flight of the aircraft. The payload is the maximum load that the aircraft can or may carry. The invention is not limited to specific types of payload. For example, the payload could be passengers, baggage, cargo, or the like. These payloads can each be transported individually by the aircraft or in any combination. According to one embodiment, the payload module comprises a passenger cabin and / or a cargo hold. The aircraft also features a propulsion module. This module houses all the components and systems necessary for operating the aircraft. Some examples are described below. To improve aerodynamics, the propulsion module has a pointed front section or nose in the direction of flight. Furthermore, according to one embodiment, the propulsion module includes a cockpit. According to one embodiment, an energy generation system is provided in the drive module. A "system" is, in particular, a whole composed of several parts, whose structure, whether structural and / or functional, consists of various components. The components have different properties and functions, but are in a defined relationship to one another, so that they can be considered as a whole and distinguished from other systems. The "power generation system" includes, in particular, those components required to provide the energy for operating the aircraft. This includes, specifically, components for power generation, energy storage, energy distribution, and the like, as well as components for their control and operation. Such components include, in particular, both hardware and software components. According to one embodiment, the energy generation system comprises at least one energy source. An "energy source" is, in particular, a body in which energy is stored and released to the outside. The invention is not limited to specific types of energy sources. Depending on the type of aircraft, such an energy source could, for example, be a tank in which the required fuel, such as kerosene, hydrogen, or the like, is stored. According to a preferred embodiment, the energy source is a tank for storing hydrogen. In such a case, the aircraft is preferably powered by hydrogen. The hydrogen can, for example, be used to directly power engine components. The hydrogen can also be used to be converted into other forms of energy, such as electrical energy. The energy source could, for example, also be a battery system. According to one embodiment, the energy generation system includes a fuel cell device which is then supplied with hydrogen to generate electrical energy. The examples mentioned serve only as illustrative examples, so the invention is not limited to these examples. If the aircraft is powered by hydrogen or electricity, for example, no harmful pollutant emissions are produced. According to one embodiment, the at least one energy source is provided at or around the center of gravity of the propulsion module. According to another embodiment, the energy source is provided in the region of the central axis of the aircraft, or around the central axis. The central axis can also be the central axis of the propulsion module. "Provided" here means, in particular, that the energy source is located or configured there. The central axis extends, in particular, through the center of the aircraft and / or the propulsion module. According to one embodiment, the central axis is an axis of symmetry, as will be explained further in this description.If fuel is used as the energy source, this ensures an optimal weight distribution of the fuel at all times, particularly through symmetrical placement of a tank or, of course, a battery system, for example on the underside of the aircraft. According to one embodiment, the energy generation system has a single energy source, for example, in the form of a tank. According to another embodiment, the energy generation system has two or more energy sources, for example, in the form of tanks. These energy sources can be, for example, the same size or of different sizes. These energy sources can, for example, be ring-shaped or ring-segment-shaped and arranged around the center of gravity or the central axis, for example, side by side, in the aircraft, such as in the propulsion module. The energy sources can also be arranged one behind the other or side by side. The invention is not limited to a specific number of energy sources, nor to a specific shape of energy sources, nor to a specific size and capacity of the energy sources. According to one embodiment, a drive unit is also provided, i.e., arranged or formed, on or in the drive module. The drive unit includes, in particular, components such as engine components and components for controlling, operating, and handling the engine components, which are required for propulsion and the flight direction of the aircraft. Furthermore, components for controlling, operating, and handling the aircraft may also be provided, in particular arranged and / or formed, on or in the drive module. The payload module and the propulsion module are provided as separate modules. This means that the propulsion module, which contains the aircraft's propulsion unit and energy generation system, and the payload module, for example, a passenger / cargo compartment, are separate from each other. According to one embodiment, the payload module and the propulsion module are separated by a floor element, for example, a floor platform. The floor element can be, for example, a component of the propulsion module or a component of the payload module. In some embodiments, it is also conceivable that the floor element is a separate component to which the payload module and the propulsion module are then attached. The payload module and the propulsion module are assembled, particularly in a detachable manner, to form the aircraft. This offers several advantages. For example, the payload module and the propulsion module can be manufactured at different locations. The propulsion module could, for instance, be flown to the payload module, where assembly takes place. It is also possible for the payload module to be individually interchangeable for different purposes. For example, on one flight, passengers might be transported. In this case, the payload module is designed as, or already has, a passenger cabin. On another flight, for example, the transport of cargo might be required. Then the payload module is replaced with a new one designed as, or already has, a cargo hold. Overall, the design of the aircraft according to the invention allows, for example, more seats, more storage space, more space for energy supply, such as batteries, kerosene or hydrogen, to be provided, which also makes it possible to achieve a greater range. According to the first aspect of the invention, an aircraft is provided which has the features of independent claim 1. The aircraft, which serves to transport persons and / or cargo, has a payload module and a propulsion module as described above, wherein the payload module and the propulsion module are provided as separate modules which are assembled, in particular detachably, to form the aircraft. According to one embodiment of the invention, the payload module and the drive module are arranged to be rotationally movable relative to each other. "Rotationally movable" in this context means, in particular, that the payload module and the drive module perform a rotational, rotary, or circular motion relative to each other, at least temporarily. This motion occurs about an axis of rotation. The axis of rotation may, but need not, pass through a center of mass of the payload module or drive module. Such relative motion occurs, for example, when the payload module is rigid and the drive module is moving. It also occurs when the drive module is rigid and the payload module is moving. And, of course, it also occurs when both the payload module and the drive module are moving.The rotational movement is performed in particular to steer the aircraft in a desired direction of flight, and especially until a desired direction of flight is reached. According to another embodiment of the invention, or in a further development of the previous embodiment, the aircraft is designed to be rotationally symmetrical. "Rotationally symmetrical" means, in particular, that the aircraft is designed around a central axis, here the aforementioned central axis, and can be rotated without its shape remaining unchanged. According to one embodiment, the aircraft has a circular shape. In such a case, the aircraft is designed, in particular, in the shape of a disc. According to one embodiment, both the payload module and the propulsion module are designed to be rotationally symmetrical in this way. Such a design also has the particular advantage that the aircraft has many identical components, which reduces the design and manufacturing effort.According to another embodiment, the aircraft, and in particular the propulsion module, has a teardrop shape. However, the aircraft, and in particular the propulsion module, can also be designed differently, for example in the shape of a sphere. According to the invention, the payload module is stationary, while the propulsion module is rotatable around the payload module. This means that, in the intended use of the aircraft, the propulsion module can be rotated around the payload module, at least partially, preferably by up to 360 degrees. The rotation of the propulsion module adjusts the aircraft's flight direction. That is, the aircraft's flight direction is set and changed relative to a rotational movement of the propulsion module. The payload module, for example, the passenger / cargo compartment, can remain stationary, while the propulsion module with the power generation system rotates axially around the payload module. An advantage of this embodiment is that the power supply and the propulsion systems are stationary relative to each other. The propulsion systems can be supplied with power without any problems. To enable the payload module and the propulsion module to rotate relative to each other, the aircraft incorporates a drive unit to generate rotational movement between the payload module and the propulsion module. According to one embodiment, the drive unit is a gear unit. Such a drive unit can be configured in various ways. If it is a gear unit, it may, for example, have an internal toothed ring, such as a ring gear, located on or within the propulsion module. The payload module then has a gear that can be driven by a motor, such as an electric motor, and which meshes with the internal toothed ring. The electric motor is attached to / within the payload module, for example, a base element such as a base plate, and is secured, for example, by a bearing block, which is also attached to / within the payload module. According to one embodiment, at least one bearing arrangement is provided between the drive module and the payload module. This serves in particular to simplify the relative rotational movement between the payload module and the drive module and to reduce friction during rotation. The invention is neither limited to a specific number nor to specific types of bearing arrangements. In particular, the bearing arrangement is selected from the group consisting of roller bearings, air bearings, magnetic bearings, or bearings for reducing friction between the payload module and the drive module. According to one embodiment, the drive module has a lower boundary surface, an upper boundary surface, and a peripheral area that laterally delimits the drive module. The boundary surfaces and the peripheral area form a kind of housing on and / or in which the individual components of the drive module are arranged or formed. In light of the invention, "arranging" means in particular that the component initially exists as an independent part, which is subsequently attached to the drive module. In light of the invention, "forming" means in particular that the component forms an integral part of the drive module, that is, it is integral with it or permanently installed within it. A lower boundary surface is, in particular, the surface facing the ground or surface on which the aircraft stands or over which it flies. The upper boundary surface is, correspondingly, the surface facing away from the ground or surface. The peripheral area is, in particular, the area located "at the edge" of the drive module when viewed from its center. The peripheral area forms the outer boundary of the drive module. The peripheral area can also be understood as the outer edge region of the drive module. The invention is not limited to specific shapes and configurations of the lower and upper boundary surfaces, so that the drive module, and thus the aircraft, can have different configurations. According to one embodiment, the payload module is provided within the boundaries of the peripheral area. In this case, for example, the payload module is located internally, and the drive module is located externally. According to one embodiment, the propulsion module has a cargo compartment. In such a case, for example, a cargo compartment in the payload module can be omitted. Alternatively, the payload module can also have a cargo compartment. According to another embodiment, the aircraft has, in addition to the payload module and the propulsion module, a separate cargo module, which is provided, in particular, within the propulsion module. In such a case, the cargo compartment or cargo module is located in the propulsion module, in particular separately from the payload module. In such a case, for example, it can be implemented that this cargo compartment or cargo module rotates together with the propulsion module around the stationary payload module until the desired direction of flight is reached. The aircraft is propelled in its various directions of flight by suitable propulsion systems. Different types of propulsion systems are described below. These are numbered for differentiation purposes. Thus, the aircraft may have primary propulsion systems and various secondary propulsion systems. The primary and secondary propulsion systems differ particularly in their design, their arrangement on the aircraft, and / or their function. The propulsion module comprises at least one, preferably two or more, first engine assembly(s). The invention is neither limited to a specific number of first engine assemblies nor to a specific arrangement position on the propulsion module. In principle, it is sufficient for the invention if the propulsion module comprises a single first engine assembly. However, more than one first engine assembly is preferred, for example, two first engine assemblies. More than two first engine assemblies can also be provided, for example, four or six first engine assemblies. In one embodiment, the propulsion module comprises an even number of first engine assemblies. In another embodiment, the propulsion module comprises an odd number of first engine assemblies. The number of first engine assemblies depends, in particular, on the size and weight of the aircraft.For the invention to be feasible, it is sufficient if the aircraft only has first propulsion systems. For example, at least one first engine unit can be provided on the upper boundary surface of the drive module. For example, at least one first engine unit can be provided on the lower boundary surface of the drive module. For example, at least one first engine unit can be provided in the peripheral area of ​​the drive module, for example, projecting outwards from the edge of the drive module. Any combination of arrangement variants is also conceivable and possible. The first engine units are configured to generate forward motion and / or banked flight. Additionally, the first engine units can also be configured to generate upward and downward motion. The desired flight motion can be achieved either through the thrust provided by the first engine unit and / or by adjusting the position or orientation of the first engine unit relative to the aircraft. According to one embodiment, at least one first drive unit can be rigidly and / or rotatably and / or tiltably mounted on the drive module, in particular on the lower boundary surface and / or on the upper boundary surface of the drive module. The first drive unit is explained in greater detail below. The first set of propulsion units are primarily used to propel the aircraft forward and / or to initiate a roll. They can also provide axial movement, for example, after the aircraft has completed its takeoff, which is preferably accomplished via the second set of propulsion units described below. The function of the first engine unit will now be illustrated by an example. After reaching the takeoff altitude, at which point the first engine units are vertically pivoted, they are pivoted horizontally and rotated around the aircraft's central axis until the desired flight direction is achieved. The first engine units then perform the propulsion. Forward movement of the aircraft in various directions is achieved by an axial rotation of the propulsion module around the preferably stationary payload module. If the cockpit is located in the propulsion module, it rotates accordingly, ensuring that the cockpit is always oriented in the direction of flight. The first engine units handle other flight maneuvers, such as pitching and forward movement.Forward movement is achieved by axial rotation, and banked flight by tilting the first engine units. During such rotation and tilting, the propulsion module preferably does not rotate around the payload module. The first engine units can be configured to operate with different, for example, variable, thrust forces. According to one embodiment, the axial rotation of the first engine unit is about an axis parallel to the central axis of the aircraft. The rotation is achieved, for example, via a gearbox. The invention is not limited to specific types of first propulsion systems. According to one embodiment, the first propulsion system is a turbofan engine. Turbofan engines are known in the art and familiar to those skilled in the art. In a turbofan engine, the airflow is divided. Only a small portion of the air passes through compressor blades into the combustion chamber and turbines to drive the fan. The majority of the air is compressed directly by the fan and, in a separate nozzle with low acceleration, generates the main thrust. The turbofan gearbox can be operated using a fuel, such as hydrogen, which is supplied from a suitable energy source. All components are provided on / in the drive module. The drive module further comprises at least one, preferably two or more, second drive unit(s) configured to generate a vertical upward movement and / or a vertical downward movement. The at least one second drive unit can be rigidly and / or rotatably and / or tiltably mounted on the drive module, particularly in the peripheral area of ​​the drive module. The invention is not limited to a specific number of secondary engine units, nor to a specific arrangement position on the propulsion module. In principle, it is sufficient for the invention if the propulsion module has a single secondary engine unit. However, more than one secondary engine unit is preferred, for example, two secondary engine units. More than two secondary engine units can also be provided, for example, four, six, eight, or ten secondary engine units. Naturally, an odd number of secondary engine units is also possible. The number of secondary engine units depends in particular on the size and weight of the aircraft. According to one embodiment, the propulsion module has two or more secondary engine units, which are evenly spaced, i.e., equidistantly spaced, in the peripheral area of ​​the propulsion module. The second set of engines is specifically configured to enable vertical takeoff and landing of the aircraft. This eliminates the need for runways. The aircraft can land on any suitable firm surface. It is therefore a so-called "vertical takeoff and landing" aircraft. The invention is not limited to specific types of secondary propulsion systems. According to one embodiment, the secondary propulsion system is electrically powered and enables vertical upward and downward movement. The electrical energy for such secondary propulsion systems can be generated and supplied, for example, by at least one fuel cell system as described above. According to another embodiment, the secondary propulsion systems are configured to also perform tilting movements. Thus, the secondary propulsion systems can also replace the functions of a conventional tail assembly. Significant noise reduction can be achieved through the use of electric secondary propulsion systems. Other engine and power supply combinations are possible. The engine equipment can be mounted at any suitable position on the aircraft, for example on the propulsion module, or possibly on the payload module. According to one embodiment, one or more movable flap elements are provided on the drive module, particularly in its peripheral region. Additional flap elements enable further banked flight. The resulting lift allows for energy savings. The flap elements are arranged, in particular, in the peripheral region of the drive module, and thus on the outer circumference of the aircraft. According to one embodiment, one or more wing elements are arranged on the drive module, projecting outwards from the drive module. For example, the wing element can be arranged or formed on the base element. The wing elements improve flight stability during the forward movement of the aircraft. According to one embodiment, at least one wing element is designed and arranged on the drive module in such a way as to create a nozzle effect, thereby increasing thrust. For example, air can enter the front region of the drive module at a first velocity and then flow through the wing element and past the drive module. Behind the drive module, the air then exits at a second velocity, which is preferably greater than the first velocity of the air at the inlet.In such a case, the wing element is designed, for example, in the form of a nozzle, with the drive module and the payload module located within the nozzle-shaped wing element. Such a nozzle-shaped component is also conceivable for other applications. According to one embodiment, a landing gear for the aircraft is arranged or formed on the drive module. The landing gear may have wheels by which the aircraft can be maneuvered on the ground. However, such wheels are not strictly necessary due to the vertical takeoff and landing (VTOL) capability. The landing gear may also be designed in the form of at least one support, at least one damping device, or the like. The landing gear is preferably designed such that it can be retracted or folded during flight, in particular into the drive module. According to one embodiment, the aircraft is amphibious. In such a case, the landing gear can, for example, be designed in the form of at least one float. Alternatively, the landing gear can be dispensed with entirely. In this case, the aircraft itself, for example the propulsion module, forms the amphibious fuselage of the aircraft. According to one embodiment, the payload module has at least one entrance area. This allows, for example, airline passengers to enter the payload module if it is designed as a passenger cabin. Alternatively, cargo can be loaded into and unloaded from the payload module above the entrance area. For example, at least one entrance area can be provided on the side and / or below the payload module. For instance, airline passengers can enter from below, perhaps via a suitable elevator, or from the side, particularly radially laterally, while still ensuring the availability of multiple emergency exits. According to one embodiment, several entry points are located radially on the plane of the payload module. To facilitate entry and exit, a lifting device, such as a hydraulic system, can be provided to move the payload module, particularly in the direction of its central axis. The lifting device can be located within the drive module. In this way, the payload module is pushed upwards and beyond the drive module, thus enabling access via the entry points, for example, through one or more doors. In summary, the aircraft according to the invention has a number of advantages: • No pollutant emissions are produced by using, for example, hydrogen as fuel and electricity. • More seating, more storage space, and more space for energy supply (batteries, kerosene, hydrogen, etc.) are possible. This allows for a greater range. • Runways are no longer required due to vertical takeoff and landing. The aircraft can land on any suitable solid surface. • Easily manufactured structural and skinning components can be used. Only one tool and / or one manufacturing device is required for each of these components. This makes the aircraft considerably more cost-effective. • The passenger and cargo compartments can be separate from the propulsion unit. They can be manufactured in different locations.• Shorter manufacturing lead times for the aircraft construction are possible. The aircraft's production is made safer by reducing the number of joining and bonding points. Longer maintenance intervals are possible. • Optimal weight distribution of fuel and other payload is achieved through the symmetrical placement of a tank or battery, for example, on the underside of the aircraft. • Significant noise reduction is achieved through vertical ascent and descent using electrically powered thrusters. According to the second aspect, a method for flying an aircraft is provided, which has the features of independent claim 19. The aircraft is designed according to the first aspect of the invention. Regarding the functioning of the method, to avoid repetition, reference is made here in full to the explanations of the first aspect of the invention, as well as to the general description of the invention above. The method is characterized in that the aircraft is steered in a desired direction of flight by means of a rotational movement of the payload module and the propulsion module relative to each other and / or by actuation of the engine devices. According to one embodiment, forward movement and / or a banked flight movement of the aircraft is generated by actuating the at least one first propulsion unit. Depending on the design of the first propulsion unit and its adjustability, upward movement and downward movement can optionally also be generated via the first propulsion unit. According to one embodiment, actuation of at least one second propulsion unit generates a vertical upward movement and a vertical downward movement of the aircraft. Depending on the design of the second propulsion unit and its adjustability, tilting movement can optionally also be generated via the second propulsion unit. The invention will now be explained in more detail with reference to exemplary embodiments and the accompanying drawings. Fig. 1 shows a side view of a first embodiment of an aircraft according to the present invention; Fig. 2 shows a top view of the aircraft according to Fig. 1; Fig. 3 shows a side view of a second embodiment of an aircraft according to the present invention; Fig. 4 shows an enlarged view of a first propulsion unit according to view X in Fig. 1; Fig. 5 shows the components of a drive unit for a relative rotational movement between the payload module and the propulsion module; Fig. 6 shows the spatial difference between a conventional aircraft and the aircraft according to the present invention; Fig. 7 shows the representation from Fig. 2 to illustrate the available space between a conventional aircraft and the aircraft according to the present invention; Fig.Fig. 8 shows a schematic view of a first embodiment of an additional wing element with a nozzle effect; Fig. 9 shows the wing element of Fig. 8 arranged on the aircraft; Fig. 10 shows a schematic view of a second embodiment of an additional wing element with a nozzle effect; Fig. 11 shows the wing element of Fig. 10 arranged on the aircraft; and Fig. 12 shows an aircraft parked on a surface according to the present invention. The basic structure of the aircraft 10 according to the invention is first described with reference to Figs. 1 and 2. The aircraft 10 is rotationally symmetrical about a central axis 11. The aircraft 10 has a modular design. It consists of a payload module 20 and a propulsion module 30. The cockpit 38 of the aircraft 10 is located in the propulsion module 30. The payload module 20 comprises a passenger cabin 21 with 22 seats and a cargo compartment 23. Depending on the configuration, the cargo compartment 23 can be part of the payload module 20. Alternatively, it can be provided as a cargo module 34 located within the propulsion module 30. Of course, a cargo compartment 23 can also be provided within the payload module 20, and a cargo module 34 within the propulsion module 30. The passenger cabin 21 is accessed via an entrance area 24, which, in the example shown, is located in the floor of the payload module 20. The propulsion module 30 houses all the components and systems required for operating the aircraft 10. The propulsion module 30 is spatially bounded by a lower boundary surface 31, an upper boundary surface 32, and a peripheral area 33, which together form a kind of enclosed housing. An additional cargo module 34 may be located within the propulsion module 30. However, this is optional. The propulsion module 30 incorporates an energy generation system 35. This system comprises the components required to provide the energy for operating the aircraft 10. For illustrative purposes, the embodiment shown in Fig. 1 depicts only one energy source 35a in the form of a tank in which hydrogen for the engines is stored. The energy source 35a is located at or around the center of gravity 36 of the propulsion module 30, specifically in the region of the central axis 11 of the aircraft 10. The payload module 20 and the propulsion module 30 are provided as separate modules. This means that the propulsion module 30, which contains the propulsion unit of the aircraft 10, and the payload module 20, for example the passenger cabin 21, are separate from each other. This separation is represented in Fig. 1 by reference numeral 25. The two modules are also separated by a floor element 37 in the form of a floor platform. In the illustrated embodiment, the payload module 20 is stationary, while the drive module 30 is rotatable around the payload module 20. The rotation of the drive module 30 sets the flight direction 15 of the aircraft 10. To enable the payload module 20 and the drive module 30 to rotate relative to each other, the aircraft 10 has a drive unit 41 to generate a rotational movement 40 between the payload module 20 and the drive module 30. This drive unit 41 is shown in detail in Fig. 5. The drive unit 41 is a gear unit 41a. The gear unit 41a has an internal toothed ring 42, approximately in the form of a ring gear, which is located on the drive module 30. A gear 43 is located on the payload module 20, which can be operated by a drive 45, for example, an electric motor. The electric motor is attached to / in the payload module 20, for example, to the base element 37, and is secured by a bearing block 45, which is also attached to / in the payload module 20.Bearing devices 46 are provided between the drive module 30 and the payload module 20 to simplify the relative rotational movement between the payload module 20 and the drive module 30, and to reduce friction during the rotational movement. The aircraft 10 is propelled in its various flight directions by suitable propulsion systems. The aircraft 10 has two primary propulsion systems 50 in the form of turbofan engines, which are arranged on the upper boundary surface 32 of the propulsion module 30. Furthermore, the aircraft 10 has eight secondary propulsion systems 60 in the form of electric motors, which are evenly spaced around the peripheral area 33 of the propulsion module 30. The first engine units 50 are configured to generate forward motion 51 and / or a banked flight motion. Additionally, the first engine units 50 can also be configured to generate upward motion and downward motion. The first engine units 50 are rotatable in a direction of rotation 52 and / or tiltable in a direction of tilt 53 on the upper boundary surface 32 of the drive module 30. This is also shown in particular in Fig. 4. By rotating the drive module 30, the first engine units 50 can be rotated between a first engine position 50a and a second engine position 50b to influence the flight direction 15 of the aircraft. As shown in Fig. 2, the aircraft 10 flies in flight direction 15, which is referred to as the first flight direction for differentiation purposes, when the first engine units 50 are in the first engine position 50a. The cockpit 38 in the propulsion module 30 is oriented in the first flight direction 15. If the flight direction is to be changed, for example to a second flight direction 15b, the propulsion module 30 is rotated in the direction of rotation 40 via the propulsion unit 41 until the first engine units 50 are in the second engine position 50b. The aircraft 10 then flies in the second flight direction 15b. The cockpit 38 rotates accordingly. The rotational movement performed when changing the flight direction is indicated in Fig. 2 by arrow 15a. The second engine units 60 are configured to enable vertical upward movement 61a and vertical downward movement 61b, i.e., landing, of the aircraft 10. This eliminates the need for runways for the aircraft 10. The aircraft 10 can land on any suitable firm surface. The eight secondary engine units 60 and the two primary engine units 50 are attached to the propulsion module 30. After reaching the takeoff altitude, the primary engine units 50 are rotated in the direction of rotation 52 and tilted in the direction of roll 53 (see Fig. 4) until the desired forward movement 51 is achieved. The primary engine units 50 then perform the movement in the direction of flight 15. The first engine units 50 operate with different thrust forces, while the second engine units 60 keep the aircraft 10 hovering, which also results in an axial rotation of the aircraft 10 around its central axis 11 until the desired flight direction 15 is reached. Afterwards, the first engine units 50 again have the same thrust forces, resulting in forward movement 15. The propulsion module 30 and the payload module 20 are a single unit, i.e., they are not separate from each other. Additional flap elements 70 attached to the peripheral area 33 of the propulsion module 30 provide another possibility for banked flight. The resulting lift allows for energy savings. Furthermore, two wing elements 71 are provided, which project outwards from the propulsion module 30 and improve the stability of the flight during the forward movement of the aircraft 10. The aircraft 10 also has a landing gear 72. Fig. 3 shows another embodiment of an aircraft 10 according to the invention. The basic structure of the aircraft 10 corresponds essentially to the basic structure of the aircraft 10 shown in Fig. 1. For this reason, identical components are provided with identical reference numerals. To avoid repetition, reference is made here to the corresponding descriptions of the embodiment in Fig. 1. Therefore, only the differences are described below. In contrast to Fig. 1, the aircraft 10 of Fig. 3 is provided with four first engine units 50. Two first engine units 50 are arranged on the upper boundary surface 32 of the propulsion module 30. Two further first engine units 50 are arranged on the lower boundary surface 31 of the propulsion module 30. Furthermore, the energy generation system here has a total of three ring-shaped or ring-segment-shaped energy sources 35b, 35c, 35d, each of which is a tank for holding water. The energy sources 35b, 35c, and 35d are all located in the propulsion module 30 and arranged around the central axis 11 of the aircraft 10. The propulsion module 30 is separated from the payload module 20 by the floor element 37, which is a ground platform. The payload module 20, consisting of the passenger cabin 21 and the cargo compartment 23, is located above the floor element 37, while the propulsion module 30 is located below it. Access to the payload module 20 is from below via an entrance area 24 that passes through the propulsion module 30. The propulsion module 30 has two fuel cell units 35e for generating electrical energy from hydrogen. Figure 6 illustrates the spatial difference between a conventional aircraft and the aircraft according to the invention. Conventional aircraft 80 known today are modeled on the anatomy of a bird. They consist of an elongated fuselage 81, the length of which is many times greater than its width, at least one, usually two, wings 82, and a tail 84. The cockpit 83 is located in the front part of the fuselage 80. As can be seen from the aircraft 10 according to the invention, represented by a circle, it has significantly more space in the area of ​​the greatest extent of the conventional aircraft 80, which can be used, in particular, for passengers. This is also illustrated in Figure 7. Figure 7 corresponds to the representation in Figure 2. Additionally shown is the space 85 available for seats in a conventional aircraft.As can be seen, the aircraft 10 according to the invention can accommodate significantly more seats 22. The advantages of an aircraft 10 according to the present invention compared to a conventional aircraft, for example an A380 (registered trademark of Airbus), are illustrated below with some specific numerical values. Such an A380 has a length of 72.73 m, a height of 24.10 m, and a wingspan of 79.80 m. A comparable aircraft 10 according to the invention, which is rotationally symmetrical, can have a diameter of approximately 60 m. An A380 is powered by four engines that run on kerosene. An aircraft 10 according to the invention can be equipped with two to four first engines, such as turbofan engines, which, for example, run on hydrogen, and six to eight second engines, which are electrically powered.While an A380 weighs 560 tons and can carry approximately 500 passengers, an aircraft 10 according to the invention weighs less than 400 tons and can carry more than 1,000 passengers. To achieve a range of 12,400 km, the A380 has a fuel tank capacity of 320,000 liters, in which 250 tons of kerosene are stored. The aircraft 10 according to the invention offers space for a fuel tank capacity of 1,280,000 liters, in which up to 90 tons of hydrogen can be stored. Because hydrogen is significantly lighter than kerosene, a considerable amount of weight can be saved in the aircraft 10 according to the invention. By compressing the hydrogen stored in the tanks or by enlarging the tanks, even larger quantities of hydrogen can be stored, thereby increasing the range of the aircraft 10 according to the invention compared to the conventional aircraft, for example to more than 20,000 km. Fig. 8 shows a top view of a first embodiment of a wing element 71, which has a nozzle function. The wing element 71 is arranged on the propulsion module 30 of the aircraft 10, for example on the ground element 37, such as a ground platform. The first engine assemblies 50 and the second engine assemblies 60 are shown schematically, as is the cockpit 38 in the propulsion module 30. The wing element 71 is designed in the form of a confined space which, in the direction of airflow 72, has an inlet opening 73 in the front region of the propulsion module 30 and an outlet opening 74 in the rear region of the propulsion module 30. To improve aerodynamics, the propulsion module 30 has a pointed front section 39 or a nose in the region of the inlet opening 73. During flight, air flows in the direction of flow 72 at a first velocity V1 into the inlet opening 73 of the wing element 71, flows through the wing element 71 past the propulsion module 30 and the payload module 20, and exits the wing element 71 at the outlet opening 74 at a second velocity V2, which is greater than the first velocity V1. This generates additional thrust for the wing element 71. Such increased thrust can, for example, increase the speed of the aircraft 10. Furthermore, lower-powered engine units 50 can be used, the range can be extended, or the energy source, such as the fuel tank capacity, can be reduced. All of this can lead to a reduction in weight. Fig. 9 shows the arrangement of this wing element 71 from Fig. 8 in relation to the payload module 20 and the propulsion module 30 of the aircraft 10, with the wing element 71, for example, being arranged on the ground element 37. In the extreme case, the wing element 71 could extend circularly around the payload module 20 and the propulsion module 30. This is illustrated by the dashed circle in Fig. 9. The wing element 71 thus represents a nozzle element 71a, inside which the payload module 29 and the propulsion module 30 are located. This structure is stiffened by rib elements 75. Fig. 10 shows a top view of another embodiment of an aircraft 10, consisting of a propulsion module 30 and a payload module 20, wherein a wing element in the form of a nozzle element 71a is provided on the outside of the propulsion module 30, for example on a ground platform. The propulsion module 30 and the payload module 20 are located inside the nozzle-shaped wing element 71a. The propulsion module 30 has a teardrop-shaped or approximately teardrop-shaped contour. However, the propulsion module 30 can also be designed differently, for example spherical or approximately spherical.During flight, air flows in the direction of flow 72 at a first velocity V1 into the inlet opening 73 of the wing element 71a, flows through the wing element 71a past the propulsion module 30 and the payload module 20 on the outside, and exits the wing element 71a at the outlet opening 74 at a second velocity V2, the second velocity V2 being greater than the first velocity V1. Thus, the wing element 71a generates additional thrust. Fig. 11 shows the arrangement of this wing element 71a from Fig. 10 in relation to the payload module 20 and the propulsion module 30 of the aircraft 10, with a further engine unit 77, which in this respect represents a third engine unit, being provided in the area of ​​the inlet opening 73. A dashed circle indicates a design in which the drive module 30 is spherical, with the payload module 20 located inside the spherical drive module 30. Figure 12 shows an aircraft 10 according to the invention, which is parked on the ground 12 or surface of an airport via its landing gear 76. Passengers 14 reach the entrance area 25 to the payload module 20, shown for example in Figure 2, from below via an elevator 13. The elevator is moved upwards by means of a piston mechanism 16. Additional emergency doors can be provided in the payload module 20, for example on the side. According to another embodiment, the at least one entrance area 25 can be provided laterally in the payload module 20. In such a case, a corresponding piston device could be mounted in the center of the drive module. When actuated, the piston device then pushes the payload module 210 upwards and beyond the boundary of the drive module 30, thereby enabling radial access, for example via one or more doors. Reference symbol list 10 Aircraft (Rotationally Symmetric Aircraft) 11 Central Axis 12 Ground (Subsoil) 13 Elevator 14 Passenger 15 Flight Direction of Aircraft (First Flight Direction) 15a Rotational Movement 15b Flight Direction of Aircraft (Second Flight Direction) 16 Piston Assembly 20 Payload Module 21 Passenger Cabin 22 Seats 23 Cargo Hold 24 Entrance Area 25 Separation Between Payload Module and Propulsion Module 30 Propulsion Module 31 Lower Boundary Surface 33 Peripheral Area 34 Cargo Module 35 Power Generation System 35a Power Source (Tank) 35b Power Source (Tank) 35c Power Source (Tank) 35d Power Source (Tank) 35e Fuel Cell Assembly 36 Center of Gravity of Propulsion Module 37 Ground Element (Ground Platform) 38 Cockpit 39 Tapered Front Section (Nose) 40 Rotational Movement Between Payload Module and Propulsion Module 41 Drive unit 41a Gear unit 42 Internal gear ring (ring gear) 43 Gear 44 Bearing block 45 Drive (electric motor) 46 Bearing unit 50 First engine unit (turbo drive unit) 50aFirst engine position 50b Second engine position 51 Forward movement 52 Direction of rotation 53 Direction of tilt 60 Second engine assembly (Electric engine) 61a Upward movement 61b Downward movement 70 Flap element 71 Wing element 71a Wing element (Nozzle element) 72 Airflow direction 73 Inlet opening 74 Outlet opening 75 Rib element 76 Landing gear 77 Engine assembly (Third engine assembly) 80 Conventional aircraft (Aircraft) 81 Fuselage 82 Wing 83 Cockpit 84 Tail 85 Seating space V1 Airspeed V2 Airspeed

Claims

Aircraft (10) for transporting persons and / or cargo, comprising a payload module (20) and a propulsion module (30), wherein the payload module (20) and the propulsion module (30) are provided as separate modules which are assembled to form the aircraft (10), wherein the payload module (20) and the propulsion module (30) are arranged to be rotationally movable (40) relative to each other, and wherein the aircraft (10) is rotationally symmetrical, characterized in that the payload module (20) is stationary, that the propulsion module (30) is rotatable about the payload module (20), and that the aircraft (10) has a propulsion device (41) for generating a rotational movement (40) between the payload module (20) and the propulsion module (30).that the propulsion module (30) has at least one, preferably two or more first propulsion unit(s) (50) configured to generate a forward motion (51) and / or a sideways flight motion, and that the propulsion module (30) has at least one, preferably two or more second propulsion unit(s) (60) configured to generate a vertical upward motion (61a) and / or a vertical downward motion (61b). Aircraft according to claim 1, characterized in that at least one bearing device (46) is provided between the propulsion module (30) and the payload module (20), and that the bearing device (46) is in particular selected from the group consisting of roller bearings, air bearings, magnetic bearings, or bearings for reducing friction between the payload module (20) and the propulsion module (30). Aircraft according to one of claims 1 or 2, characterized in that the payload module (20) has a passenger cabin (21) and / or a cargo compartment (23). Aircraft according to one of claims 1 to 3, characterized in that the drive module (30) has a lower boundary surface (31), an upper boundary surface (32) and a peripheral area (33) that laterally limits the drive module (30). Aircraft according to claim 4, characterized in that the payload module (20) is provided within the limits of the peripheral area (33). Aircraft according to one of claims 1 to 5, characterized in that the propulsion module (30) has a cargo compartment, or that the aircraft (10) has a cargo module (34) which is provided within the propulsion module (30). Aircraft according to one of claims 1 to 6, characterized in that an energy generation system (35) is provided in the propulsion module (30). Aircraft according to claim 7, characterized in that the energy generation system (35) has at least one energy source (35a, 35b, 35c, 35d) which is provided in particular at or around the center of gravity (36) of the propulsion module (30), and / or which is provided in particular around a central axis (11) of the aircraft (10). Aircraft according to claim 1, characterized in that the at least one first engine assembly (50) is provided rigidly and / or rotatably and / or tiltably on the drive module (30), in particular on the lower boundary surface (31) and / or on the upper boundary surface (32) of the drive module (30). Aircraft according to claim 1, characterized in that the at least one second engine unit (60) is provided rigidly and / or rotatably and / or tiltably on the drive module (30), in particular in the peripheral area (33) of the drive module (30). Aircraft according to one of claims 1 to 10, characterized in that one or more movable flap elements (70) and / or one or more wing elements (71) projecting outwards from the drive module (30) are arranged on the drive module (30), in particular in the peripheral area (33) of the drive module (30). Aircraft according to one of claims 1 to 11, characterized in that a landing gear (72) for the aircraft (10) is arranged or formed on the drive module (30). Aircraft according to one of claims 1 to 12, characterized in that the payload module (20) has at least one entrance area (25), and that at least one entrance area (25) is provided laterally and / or below the payload module (20). Method for flying an aircraft (10) according to one of claims 1 to 13, characterized in that the aircraft (10) is steered in a desired direction of flight (15) by means of a rotational movement (40) of the payload module (20) and the propulsion module (30) relative to each other and / or by means of actuation of the propulsion devices (50, 60). Method according to claim 14, characterized in that a forward movement (51) and / or a slant movement of the aircraft (10) is generated by actuating the at least one first engine device (50), and / or that a vertical upward movement (61a) and a vertical downward movement (61b) of the aircraft (10) is generated by actuating the at least one second engine device (60).

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