MODULAR AIRCRAFT

Description

[0001] The invention relates to a modular aircraft capable of vertical take-off and landing for the transport of persons and / or cargo.

[0002] Aircraft for transporting people and / or cargo are becoming increasingly important, as they enable rapid transport largely independent of infrastructure such as roads, railways, bridges, tunnels, etc. This is particularly true for smaller aircraft that can take off and land vertically and therefore do not require a runway.

[0003] For example, WO 2013 / 124300 A1 discloses an aircraft comprising several propellers arranged in a plane and associated electric motors. The propeller blades and their roots can be made of a fiber-reinforced composite material, such as carbon fiber-reinforced plastic. In a more detailed embodiment, the aircraft includes a frame structure made of tension- and compression-resistant struts connected at nodes to form a hexagonal structure with triangular unit cells. The propellers are arranged at each node.

[0004] The aircraft of WO 2013 / 124300 A1 has a cabin that is designed similarly to an aircraft cockpit and is attached directly to the supporting structure of the flight module, for example by means of a swivel joint.

[0005] German patent DE 10 2013 108 207 A1 also discloses an aircraft that can be assembled and disassembled modularly and is suitable for the recovery of persons or objects. The aircraft has a central module to which boom arms with rotor units and a lifting unit or passenger transport unit can be attached. The lifting unit or passenger transport unit is connected directly to the central module without any gap.

[0006] Furthermore, the aircraft of DE 10 2013 108 207 A1 has rotors arranged in a plane, each of which has an electric drive along with an electrical power supply unit and control electronics.

[0007] DE 202012001750U discloses a vertical take-off and landing aircraft for transporting persons or cargo with several electric motors and propellers arranged in a plane.

[0008] The modular aircraft systems known from the prior art pose a risk of unwanted contact between the person or cargo being transported and the nearby propulsion units, which represents a significant safety problem. Furthermore, the proximity of the propulsion units restricts the access area for a person being transported to the passenger transport unit.

[0009] Furthermore, seating comfort for a person being transported is also limited, as the design of the passenger transport units is strongly restricted by the conditions of the other components.

[0010] Due to the proximity between the passenger transport unit and the drive units, a significant noise nuisance for the passengers is to be expected.

[0011] The invention aims to provide a versatile, modular, vertical take-off and landing aircraft that avoids or at least reduces the aforementioned disadvantages. In particular, the safety and comfort of the passengers are to be improved. Furthermore, an improvement in the aircraft's aerodynamics and stability, and consequently an overall improvement in operational safety, would be desirable.

[0012] This problem is solved by the subject matter of independent claim 1. Advantageous further developments of the invention are specified in dependent claims 2 to 14.

[0013] The modular aircraft according to the invention, capable of vertical take-off and landing for the transport of persons and / or cargo, comprises a flight module with several drive units arranged on a supporting structure, wherein each drive unit has an electric motor and at least one propeller operatively connected to the electric motor.

[0014] The aircraft is a so-called VTOL (Vertical Take-Off and Landing) aircraft. The flight module serves to propel the aircraft.

[0015] The drive units can optionally be arranged in one or more planes, such as in a plane of the supporting structure and / or above and / or below the supporting structure.

[0016] Furthermore, several drive units can be arranged one above the other, coaxially to the rotor shaft of the electric motors.

[0017] The supporting structure can have radially, axially and tangentially arranged, preferably straight or curved supporting beams, which can be connected to a central unit arranged in the node structure, for example by means of connecting pieces assigned to the supporting structure, e.g. T-pieces.

[0018] The interconnected structural beams preferably form a self-contained structural structure, i.e., without free-ending structural beams, which is therefore particularly stiff.

[0019] The structural beams can, for example, be arranged to form a planar, hexagonally braced structural structure. This can be achieved by providing six radially evenly spaced structural beams, such that two adjacent radially arranged structural beams form an angle of approximately 60°.

[0020] The connecting pieces can preferably be designed to allow the structural beams to fit flush and with a flat surface within the connecting piece. Particularly preferably, a cantilever of the connecting piece can completely enclose the structural beam in a plug-in connection manner. Such a fit enables precise alignment and a flat distribution of the bearing forces.

[0021] To create a planar, hexagonal shape for the supporting structure, three cantilevers of the connecting piece can be arranged in one plane, with the angle between the cantilevers being approximately 60°. The connecting pieces can be formed from an upper and a lower shell to simplify assembly and maintenance.

[0022] To increase the strength of the connection, the structural beams can be positively interlocked within the connecting pieces. The ends of the structural beams can be designed so that they can be inserted into one another.

[0023] The propellers can have two or more rotor blades, which are attached to a hub at their roots. The rotor blades are shaped and oriented so that, when the propeller rotates, the surrounding air flows around them asymmetrically, thus generating lift for the aircraft. This lift can be variable, with the propellers having a fixed or adjustable shaft to set the pitch angle, and the rotor blades having a fixed or adjustable axis to set their angle of attack.

[0024] Each electric motor can be assigned one or more propellers, with the electric motor being in a functional connection with the propeller(s), i.e., driving the propeller(s). The propeller and its associated electric motor can be bolted together for this purpose.

[0025] An electric motor can be assigned several propellers arranged coaxially to the rotor shaft, which can be located above and / or below the electric motor.

[0026] The electric motors can be designed as brushless DC motors. Such motors are characterized by low maintenance requirements. Furthermore, each drive unit can have its own motor controller, allowing each drive unit to be controlled independently.

[0027] For sealing purposes, e.g. against water or dirt, and / or for reducing aerodynamic resistance, a cover can be arranged on each drive unit, e.g. in the form of a so-called spinner for streamlined cladding of the hub.

[0028] For example, the flight module in the hexagonal version of the supporting structure can have a total of 18 propulsion units.

[0029] The flight module or individual propellers can be designed with or without a shroud. The shroud can, for example, be a protective grille. A shroud increases safety for ground personnel and passengers by preventing accidental contact with the rotor blades. The design without a shroud offers the advantage of a lighter flight module and simplifies propeller maintenance.

[0030] A number of the drive units, for example some or all of the drive units, can be connected to the supporting structure, preferably to the supporting beams, by means of force-fit and / or form-fit fastening means.

[0031] Preferably, the fastening device is designed as a clamp that at least partially encloses a structural beam.

[0032] For example, the clamp can be designed in such a way that it fits flush with the hollow profile of the supporting beam, i.e., the shape of the clamp follows the outer contour of the beam.

[0033] To increase stability and stiffness, the clamp can have an omega-shaped cross-section, so that the torque of the drive units as well as bending and vibration loads can be compensated.

[0034] The clamp can be screwed, glued, riveted, or connected to the supporting beam by clamping it.

[0035] The clamps may have a section angled on one side to accommodate the drive units. In this section, the clamp can be connected to the drive unit using a screw or rivet connection.

[0036] The force-fit and / or form-fit connection enables improved positioning of the drive units on the supporting structure as well as improved power transmission from the drive units to the supporting structure.

[0037] The fastening device, e.g. the clamp, can be designed in multiple parts, preferably two parts, to simplify assembly and disassembly.

[0038] Furthermore, the aircraft according to the invention comprises a transport module with a transport capsule, which serves to enclose the persons and / or cargo to be transported, and with a connecting device for connecting the transport capsule to the flight module. The connecting device has a longitudinally extended shaft, one end of which connects to the transport capsule, and the connecting device is detachably connected to the transport capsule.

[0039] The shaft can, for example, be designed as a straight rod with, for example, a rectangular cross-section with rounded edges around the circumference of the rod, or with a round or oval rod cross-section.

[0040] The shaft can preferably be essentially rotationally symmetrical, i.e., for example, have the shape of a straight circular cylinder, wherein the longitudinal extent of the cylinder corresponds to the length of the shaft and the base and top surfaces of the cylinder can also be referred to as the narrow side.

[0041] Preferably, the shaft should be as thin as possible, e.g., have a small diameter. A shaft that is as thin and rotationally symmetrical as possible significantly reduces the mass and air resistance of the shaft and thus of the transport module.

[0042] According to the invention, the shaft connects one end to the transport capsule, which serves to enclose the persons and / or loads to be transported.

[0043] The transport capsule is shaped such that it terminates in the narrow side of the longitudinally extended shaft. To improve aerodynamics, the narrow side of the shaft can preferably be positioned centrally with respect to the transport capsule. This central positioning of the shaft relative to the transport capsule minimizes bending stress on the shaft, for example, during coupling and uncoupling of the flight module or during landing of the aircraft.

[0044] Preferably, the connection between the transport capsule and the shaft can be rigid. For example, the transport capsule and shaft can be bonded together by a material-bonded connection, e.g., welded.

[0045] By forming an elongated shaft and attaching the transport capsule to this shaft, it is advantageous to maintain a specific distance between the transport capsule and the flight module.

[0046] In particular, the shaft can be designed to extend in such a way as to create a safety vertical distance between the coupling device and the transport capsule above the transport capsule, thus ensuring a corresponding safety distance between the transport capsule and the flight module when coupled. This safety vertical distance can correspond to the longitudinal extension of the shaft and is determined such that an adult using the transport module cannot touch the coupling device and the coupled flight module while standing. Starting from a usable height of the transport capsule of, for example, 2 m, the safety vertical distance can be at least 0.5 m, preferably 1.0 m, and more preferably 1.5 m.

[0047] The safety altitude distance is chosen in such a way as to minimize the safety risk for persons using the transport module, for example by preventing contact between such a person and the attached flight module when using the transport module.

[0048] The longitudinal extent of the shaft and the height of the transport capsule can thus, for example, combine to reach a minimum height of 2.5 m above the surface on which the transport capsule is placed. This ensures that the coupling device and the coupled flight module are positioned at least above the possible reach height of an adult standing near the transport capsule.

[0049] This significantly increases operational safety by effectively preventing unwanted contact between the person operating or being transported and / or the cargo and the flight module. Furthermore, maintaining a specific distance helps to reduce noise pollution for the passengers.

[0050] Furthermore, by spacing the transport capsule apart from the flight module, the transport capsule can be placed outside the downwash of the flight module's propellers, resulting in a reduction of drag and an improvement in aerodynamics.

[0051] Furthermore, the specific design of the transport capsule can be largely independent of the flight module, as no adjustments to the flight module are required.

[0052] The aircraft may optionally be equipped with a stand designed to allow for the safe positioning of the landed aircraft on a surface, such as the ground. The stand may be foldable, enabling it to be folded during flight to improve the aircraft's aerodynamic performance. The stand may be located on the transport module, preferably the transport capsule, and / or on the flight module. If the stand is foldable, it can be folded close to the transport module and / or the flight module during flight. The stand may be made of materials such as metal, plastic, and / or a fiber-reinforced composite.

[0053] Furthermore, the aircraft according to the invention has a coupling device for connecting the flight module to another end of the longitudinally extended shaft of the transport module, wherein a first part of the coupling device is formed on the flight module and a second part of the coupling device is formed as a counterpart on the other end of the longitudinally extended shaft of the transport module.

[0054] The other end of the longitudinally extended shaft refers to the end opposite the transport capsule. In other words, the coupling device can connect the second of the two narrow ends of the shaft to the flight module. The coupling device is designed for attaching and detaching a flight module, thus creating a detachable connection between the shaft and a flight module. To improve aerodynamics, the coupling device can preferably connect the flight module and the transport module centrally, i.e., centrally along the shaft's axis and / or centrally with respect to the supporting structure or centrally at a central unit of the flight module. This centrally located arrangement also minimizes the bending stress on the shaft, for example, during attachment and detachment of the flight module or during landing of the aircraft.

[0055] The coupling device is designed as a self-acting, i.e., automatic, coupling device. This allows for automated coupling of the flight module to the transport module. The coupling process can be carried out quickly and safely, as manual coupling is unnecessary. The coupling device can be designed to be controllable. This can advantageously enable remote control of the coupling process. Furthermore, coupling or uncoupling can be performed depending on various conditions. For example, uncoupling can only be possible if the transport capsule is in contact with the ground. This can contribute to increased safety.

[0056] The coupling device can be designed as a hinged coupling, so that the transport module can be coupled to the flight module in a directionally flexible manner and an angle or tilt adjustment between the flight and transport modules can be realized in the various operating states.

[0057] In other words, the tilt angle α of the flight module can be varied. The tilt angle α is defined as the angle formed by a line of gravity perpendicular to the Earth's surface and the plane E of the supporting structure. The line of gravity corresponds to a longitudinal axis of the shaft of the transport module when the transport module is mounted vertically on the flight module.

[0058] The tilt angle α can be varied, for example, between 30° and 150°. At a tilt angle α of 90°, the plane of the flight module's supporting structure is perpendicular to the line of gravity and consequently parallel to the Earth's surface. In this state, the line of gravity can correspond exactly to the flight module's central axis. When the flight module accelerates, the plane E of the supporting structure can be tilted downwards in the direction of flight, i.e., a tilt angle α < 90° is set. When the flight module decelerates, the plane E of the supporting structure can be tilted upwards in the direction of flight, i.e., a tilt angle α > 90° is set.

[0059] This allows the tilt angle of the transport module relative to the flight module to be varied in such a way that, for example, a comfortable vertical alignment of the transport module in the direction of gravity can always be ensured during flight operations, even with a different control input for the tilt of the flight module. The variability of the tilt angle of the transport module relative to the flight module, so that a substantially vertical alignment of the transport module in the direction of gravity is maintained regardless of the tilt of the flight module, can improve the flight experience for the passengers and make the securing of loads in the transport capsule unnecessary or at least simplify the process.

[0060] Furthermore, the aircraft's center of gravity can be centered in a central area of ​​the flight module, thus improving the aircraft's control and regulation capabilities.

[0061] The coupling device can be designed in such a way that the inclination of the coupling connection, i.e. the inclination of the transport module relative to the flight module, is adjustable even during flight operation and / or is automatically adjustable by means of moment compensation, e.g. by the mass of the transport module, in particular the mass of the transport capsule, oscillating around a point of the coupling device, which forms a loose bearing in the closed state.

[0062] Furthermore, during flight, the aircraft's center of gravity can be centralized in a specific area relative to the flight module, thus improving the aircraft's control and stability capabilities. The articulated coupling design allows for easy compensation of any moment generated by the passengers and / or cargo being transported, despite the distance between the transport capsule and the coupling mechanism caused by the shaft.

[0063] The coupling device can preferably be designed such that the correct coupling of the flight module is always ensured under any operational load. Furthermore, it can have a control mechanism to confirm a proper connection and a safety mechanism for manually releasing the connection when unloaded. The coupling device can also include a damping device, which may, for example, be designed to cushion hard landing impacts.

[0064] The coupling device allows for flexible combination of transport and flight modules. In other words, different types of transport and / or flight modules can be interchanged. This flexibility is further enhanced by an automatic coupling mechanism.

[0065] For example, different transport modules can be coupled to the same flight module, and these transport modules can be configured differently. For instance, one transport module might be designed for transporting people, while a second transport module is designed for transporting cargo. Similarly, different flight modules can be coupled to the same transport module 7. The transport modules can differ, for example, in the number and / or arrangement of their propulsion units. Thus, depending on the cargo to be transported and / or the flight conditions (wind speed and direction, altitude, etc.), flight modules with more or fewer propulsion units can be selected.

[0066] In this embodiment, the total weight of the aircraft 1 is preferably less than 472.5 kg (with rescue system), and more preferably less than 450 kg (without rescue system), in accordance with the certification regulations for ultralight aircraft, in order to keep the material stress low and minimize the risk of injury from excessive impact energy in the event of a crash. Preferably, the payload is at least 150 kg to also allow the transport of overweight persons.

[0067] Through an optimized design of the supporting structure and the space-optimized arrangement of the drive units, the dimensions of the aircraft are less than 8 m in diameter, thus enabling space-saving storage of the aircraft and allowing the aircraft to use narrow flight corridors.

[0068] A maximum hovering power output of 5 kW per propeller and a maximum total hovering power output of 60 kW are possible. The range can be at least 30 km and the minimum cruising speed 60 km / h. Noise emissions should not exceed 60 dB(A), particularly inside the transport capsule. The transport capsule may be equipped with sound insulation. For enhanced safety, the aircraft may be equipped with a lightning protection system. For example, the transport capsule may be designed to be electrically conductive, acting as a Faraday cage. Alternatively, the transport capsule may be coated with an electrically conductive material.

[0069] The modular aircraft advantageously combines ultralight construction and electromobility, enabling the environmentally friendly, safe, and rapid transport of people and / or cargo. In particular, the modular aircraft can be easily integrated into existing urban structures due to its small footprint and, depending on the configuration, its ability to operate autonomously.

[0070] Optionally, a device for selectively deflecting the exhaust airflow from the propellers can be arranged below the flight module in order to reduce the air resistance of the transport module and / or to generate better thrust and / or propulsion.

[0071] Depending on the design, one or more air guidance devices can be provided as lift and flight aids to increase the efficiency of the aircraft and to stabilize and / or improve the flow characteristics both in ascent and descent as well as in cruise flight (forward flight).

[0072] The air guidance devices can preferably be arranged stationary or movable on the flight module and / or the transport module, preferably the transport capsule. The air guidance devices can be wing-like, for example, plate-shaped or slightly curved. Optionally, the position of the air guidance devices relative to the flight module and / or the transport module or the transport capsule can be rotatable or linearly movable.

[0073] In one embodiment, a wing-like, flat plate oriented essentially parallel to the longitudinal axis of the shaft and perpendicular to the direction of flight can be arranged as an air guide on the rear side of the transport module opposite the direction of flight of the aircraft. Such an air guide can function, for example, as a vertical stabilizer of the aircraft, steering the transport module laterally and keeping it in a stable position relative to the vertical or longitudinal axis of the shaft during flight.

[0074] In another embodiment, one or more air guide devices can be arranged in the lower region of the transport capsule and, for example, attached by means of mounting brackets. The mounting brackets can follow the shape of the lower region of the transport capsule.

[0075] The mounting brackets can be rotatably mounted on the transport capsule, and the air guides can each be mounted on a mounting bracket. This allows the air guides to be folded close to the transport capsule or folded far away from it, as required.

[0076] During takeoff and landing, the air guides can be folded against the transport capsule to minimize any negative impact on the airflow. During cruise (forward flight) of the aircraft with the attached transport module, the air guides can be deployed and, due to their aerodynamic lift, help to support the transport module. Consequently, the flight module has to perform less work to lift the module and can then dedicate more power to forward flight.

[0077] In another embodiment, one or more air guide devices can be attached to the structural beams of the flight module or to the connecting pieces for joining the structural beams of the supporting structure. The air guide devices can be wing-like, for example, plate-shaped or slightly curved.

[0078] Optionally, the position of the air guide devices relative to the flight module can be designed to be rotatable or linearly movable. For example, the wing-like air guide devices can be folded against and away from the supporting structure and / or be mounted to rotate about their longitudinal axis.

[0079] These air guidance systems can enhance the lift effect of the flight module and can further serve as steering and flight aids for the flight module. This increases the efficiency of the flight module and can lead to stabilization and / or improvement of the flight module's flow characteristics, and thus to the controllability of the aircraft.

[0080] The air devices of the embodiments described above can be designed to be at least partially adjustable in their orientation to the transport module and / or to the supporting structure of the flight module, in particular being variably oriented with an angle of attack β relative to the transport module and / or to the supporting structure of the flight module, so that their lift or steering function can be optimally adapted to the flow conditions etc. during the flight operation of the aircraft.

[0081] In particular, the air guide devices attached to the supporting structure and rotatably mounted about their longitudinal axis can each be varied within an angle of attack β that lies between the plane E of the supporting structure and a central cross-sectional plane of the air guide device. Preferably, the angle of attack β can be varied within a range between 110° (wing section of the air guide device pointing in the direction of flight steeply upwards) and 260° (wing section of the air guide device pointing away from the direction of flight steeply upwards). At an angle of attack β of 180°, the air guide devices and the supporting structure lie in the same plane. With multiple air guide devices, the respective angles of attack β can be varied independently of one another.

[0082] By varying the angle of attack β, the lift function of the flight module can be influenced according to the flow conditions. If the air guides are aligned with different angles of attack β, the steering function of the flight module can be affected.

[0083] In one embodiment, the angle of attack β can be varied depending on the tilt angle α. When the flight module tilts relative to the line of gravity S, the lift reduced by the tilt can be increased again by appropriately varying the angle of attack β. When accelerating the flight module with the plane E of the supporting structure tilted downwards in the direction of flight (α < 90°), the air guides can be adjusted in the opposite direction, i.e., with an angle of attack β greater than 90° and less than 180°. When decelerating the flight module with the plane E of the supporting structure tilted upwards in the direction of flight (α > 90°), the air guides can be adjusted in the opposite direction, i.e., with an angle of attack β greater than 180° and less than 270°.

[0084] Such lift-enhancing devices can not only improve the lift of the flight module, thereby reducing propeller power and saving energy, but also improve the controllability and flight stability of the aircraft.

[0085] According to various embodiments, the flight module can have a central unit, which is preferably arranged centrally to a central axis or axis of symmetry of the flight module. The central unit can, for example, have a housing, e.g., in the form of a hemisphere or an ellipsoid. For example, the central unit can be formed from two interconnected halves, e.g., bolted together. Access points can be provided for maintenance and minor repairs. The central unit can also be designed to accommodate structural beams of the supporting structure, e.g., by attaching structural beams of the supporting structure to the central unit at one end and extending radially outwards from the central unit.

[0086] The central unit can be designed, for example, to store or arrange items such as tools or technical functional units. For instance, the central unit can incorporate a rescue system, such as a deployable parachute, in its uppermost section.

[0087] The central unit may include technical functional units, such as control, positioning and / or communication technology and / or a charging module.

[0088] The housing of the central unit can have one or more cavities for storing or arranging auxiliary equipment and / or technical functional units. The auxiliary equipment or technical functional units can be located in these cavities and / or on the housing, for example, on the top or side in the space between the radial support beams.

[0089] The integrated position determination technology can, for example, be designed to determine the position of the aircraft using location signals, e.g., from a global navigation satellite system such as GPS, Galileo, GLONASS, Beidou, etc., and serve to determine and control the flight route and the destination of the aircraft.

[0090] The integrated communication technology can be configured for internal and / or external communication, whereby internal communication refers to communication between the modules of the aircraft or communication with modules that are directly intended for use with the aircraft, for example, communication for communication between the flight and transport module or the aircraft and the ground control station.

[0091] External communication includes, for example, communication regarding flight permission, flight route, location, etc. with air traffic control or the exchange of information with weather services.

[0092] Furthermore, the central unit may also include software and / or hardware for performing a landing approach to a take-off and landing station.

[0093] By positioning auxiliary equipment and technical functional elements in or on the centrally located central unit, a center of gravity can be concentrated in the center of the aircraft, thereby improving the control and regulation capabilities of the aircraft.

[0094] Depending on the design variant, the flight module, e.g. the central unit of the flight module, and / or the transport module, preferably the transport capsule, can have a loading module.

[0095] The charging module can include one or more rechargeable energy storage devices, e.g. in the form of rechargeable batteries or supercapacitors, a charging device and / or solar cells.

[0096] The charging device can be designed to transfer electrical energy from an external charging station to the energy storage device(s).

[0097] The energy storage systems can be designed to store the transmitted and / or self-generated electrical energy using the solar cells and to supply energy to the transport module and / or the flight module, e.g. the propulsion units.

[0098] This allows the transport module and / or the flight module to be designed to be energy self-sufficient, as the power supply can be provided within the transport module or flight module itself.

[0099] If both the transport module and the flight module have their own power supply, a current-conducting connection via the connecting device is unnecessary.

[0100] The rechargeable energy storage devices can, for example, be located in and / or on the transport capsule and / or in and / or on a central unit of the flight module, while the solar cells can be attached to the outer surface of the transport capsule and / or to the supporting structure of the flight module.

[0101] According to various design variants, the supporting structure of the flight module can have interconnected support beams at node points, and a number of the propulsion units can be located outside the node points.

[0102] Positioning a number of the propulsion units, i.e., some or all of them, outside the nodal points improves the stability of the flight module, as this transfers the propulsion forces into the supporting structure outside the nodal points. In this way, the nodal points, which already experience high loads from the structural beams, are not subjected to additional stress from the propulsion forces.

[0103] This allows the supporting structure to be made with less material, i.e. lighter in terms of mass and more cost-effective in terms of production.

[0104] Furthermore, arranging the required drive units outside the nodes minimizes the necessary structural beams and nodes, simplifying the structural design and thus making it more cost-effective.

[0105] The minimized design of the supporting structure also results in a lower mass and a smaller coverage of the propellers' downwash area, both of which improve the efficiency of the flight module and thus reduce fuel consumption when using the aircraft.

[0106] Furthermore, such a design leads to higher functional reliability and thus to improved operational safety of the flight module and therefore of the aircraft.

[0107] Depending on the specific design, a number of the drive units, i.e., some or all of them, can be arranged concentrically around a central axis or axis of symmetry of the flight module. In other words, the drive units can be arranged symmetrically around a common center point with the central axis of the flight module and distributed in one or more planes. This, along with the centrally located unit within the flight module, ensures stable flight characteristics for the aircraft.

[0108] For example, a number of the drive units can be arranged at an identical radial distance (radius) from the central axis of the flight module and thus in a ring shape (in a ring) around the central axis of the flight module.

[0109] Preferably, the radial distance is understood to be the distance between the central axis of the flight module and the hub axis of the respective propeller of the propulsion unit.

[0110] The number of propulsion units with identical radial distances from the central axis of the flight module form a ring in an imaginary arc-shaped connecting line with a constant radius.

[0111] The drive units can also be arranged in several rings with identical radius or ring diameter on several levels around the central axis.

[0112] The propulsion units can be arranged in several rings (R1, R2, R3) with different radii or ring diameters (DR1, DR2, DR3) in a plane around the central axis of the flight module.

[0113] By arranging a number of propulsion units, particularly in one or more rings, a first group of propulsion units can, for example, have an identical radial distance from the central axis of the flight module and form a first ring (R1). A second group of propulsion units can have an identical radial distance from the central axis and form a second ring (R2), and so on.

[0114] A third ring (R3) with the greatest distance of the propulsion units from the central axis of the flight module can form the outer ring, while the first ring (R1) forms an inner ring with the smallest distance to the central axis of the flight module.

[0115] The ring diameters of the rings and the diameter of the rotors of the propellers can be chosen depending on the dimensions of the transport capsule in order to match the generated downwash of the propellers of the propulsion units with regard to the position and size of the transport capsule.

[0116] The diameter of a propeller rotor is understood to be the diameter of the circle formed by the outer ends of the rotor blades during the rotational movement of the propeller rotor blades.

[0117] Preferably, the ring diameter of the first, inner ring (R1) can be arranged such that the vertically projected circular lines of the rotors of the drive units of the first, inner ring do not intersect the vertically projected surface of the transport capsule.

[0118] This can sustainably improve the aerodynamics of the aircraft.

[0119] Naturally, the design of the supporting structure, in particular the arrangement of its supporting beams, also determines the specific placement of the drive units on the supporting structure.

[0120] For example, if the structural beam arrangement of the supporting structure is hexagonal, a first inner ring can have six drive units centered on each of the six radially outward-pointing structural beams, while a second ring can have another six drive units at each of the outer ends of the radially outward-pointing structural beams.

[0121] Six further drive units can each be arranged centrally on a structural beam connecting the radially outward-pointing support beams and radially closing off the support structure, forming a third ring.

[0122] The direct, straight connecting lines of the hub axes of the propellers of a ring can thus essentially form a hexagon.

[0123] Depending on the design, the rotors of the propellers of a number of the drive units can have different diameters.

[0124] It is possible that all rotors have a different diameter, or that a first group of rotors has a uniform diameter, but a second group of rotors has a diameter different from the first group of rotors.

[0125] For example, the rotors of the propellers of the drive units of a ring can have a uniform diameter. Alternatively, the rotors of the propellers of the drive units of a ring can have different diameters.

[0126] For example, the rotors of the propellers of the drive units of a ring can have alternating different diameters.

[0127] By arranging drive units with different rotor diameters, the area utilization of the airspace above the supporting structure can be optimized, thereby improving the lift effect of the flight module and thus of the aircraft.

[0128] For example, if three rings of drive units are provided, the rotors of the propellers of the drive units of the first ring R1 can have a first uniform diameter d1, while the rotors of the propellers of the drive units of the second ring R2 have a second uniform diameter d2 and the rotors of the propellers of the drive units of the third ring R3 have a third uniform diameter d3.

[0129] Furthermore, it is also possible that the rotors of the propellers of the drive units of a first and a second ring R1, R2 have a uniform diameter and the rotors of the propellers of the drive units of the third ring R3 have different diameters, so that in total there are only two propeller groups of different diameters.

[0130] This reduces the manufacturing effort, as only two propeller groups with two different rotor diameters need to be produced.

[0131] All variants, in their own way, enable improved airspace utilization, as there are fewer gaps in the airspace above the supporting structure that cannot be filled by a rotor circle of the propellers, and also a more favorable load distribution within the flight module and thus the aircraft.

[0132] However, to simplify manufacturing, assembly and maintenance, all rotors of the propellers can also have a uniform diameter.

[0133] According to further design variants, a number of structural beams, i.e., some or all, can have a hollow profile.

[0134] Structural beams with hollow profiles result in a favorable mass reduction, which in turn improves the efficiency of the flight module and thus the aircraft.

[0135] If the hollow profile has at least partially curved wall surfaces, this has a positive effect on the aerodynamics of the flight module and thus of the aircraft, which can contribute to reducing air resistance and further improving the efficiency of the flight module. Furthermore, the curved wall surfaces of the hollow profile have a positive effect on the buckling properties of the structural beam.

[0136] By designing the supporting beams as hollow profiles, a signal connection to the drive units and / or a power supply line for the drive units can be arranged within the supporting beams, so that they are largely protected from environmental influences.

[0137] According to further design variants, the hollow profile of the supporting beam can have a profile cross-section extending longitudinally in the direction of action of the drive units, preferably an oval profile cross-section.

[0138] Due to the uniform direction of action of the drive units, there is a main direction of the bending load on the supporting beams, which can be advantageously compensated by the longitudinally extended profile cross-section with its longitudinal sides oriented vertically.

[0139] The longitudinal profile cross-section can be formed, for example, by an oblong, elliptical, oval, or combined oval profile cross-section, wherein the longitudinal sides of each of the longitudinal profile cross-sections are always extended vertically in the direction of action of the drive units.

[0140] The cross-sectional profile of the hollow profile, oriented with its long sides vertically in the direction of action of the drive units, can absorb a higher bending load due to the direction of action of the drive units compared to, for example, a circular cross-sectional profile of the hollow profile.

[0141] The term "elongated profile cross-section" refers to a cross-section whose boundary line is formed by two circular arcs of the same or different radii and two straight sections.

[0142] The boundary line of an elliptical cross-section is composed of infinitely many different radii.

[0143] Preferably, the hollow profile has an oval cross-section. An oval cross-section is understood to be a cross-section whose boundary line is formed by two different radii.

[0144] A combined oval profile cross-section can have more than two radii, e.g., three or four radii.

[0145] Furthermore, a hollow profile with an elliptical, oval or combined oval cross-sectional profile, which has exclusively curved surfaces, is even less prone to dents compared to an oblong profile cross-section with flat surfaces.

[0146] Additionally, the oval or combined oval cross-section of the hollow profile, due to its larger radius at its narrow ends, can offer an even more favorable ratio of cross-sectional area to area moment of inertia compared to the tapered elliptical cross-section. The cross-section of the hollow profile can preferably be adapted in thickness and shape to the force distribution and the expected mechanical loads. For example, the hollow profile of the structural beam can have a variable, i.e., changing, wall thickness along the longitudinal extent of the structural beam and / or in the circumferential direction of the structural beam.

[0147] Depending on various designs, the transport capsule can have an aerodynamically favorable shape, e.g. rotationally symmetrical and / or essentially teardrop-shaped, so that in flight operation the static air resistance of the transport capsule and the influence of the rotor operation of the flight module (dynamic air resistance) on the flow around the transport capsule can be further reduced.

[0148] The teardrop shape of the transport capsule can therefore preferably extend essentially in the direction of the vertical central axis of the flight module.

[0149] The teardrop shape of the transport capsule can taper into the elongated shaft, i.e., the transport capsule can have a wide, rounded lower section that tapers into a slender upper section towards the shaft.

[0150] Preferably, to create a favorable aerodynamic shape, the transport capsule can have a connection area for connecting the shaft with a cross-sectional reduction to transition to the cross-section of the shaft.

[0151] The teardrop shape can be reduced in width, e.g. perpendicular to a main flight direction of the aircraft, in order to generate the lowest possible air resistance during cruise flight.

[0152] The transport capsule can have opaque and transparent surfaces. For loading and unloading, or for passengers getting in and out, the transport capsule can have one or more doors and / or flaps, e.g., two. Preferably, two doors can be arranged opposite each other and be hinged or sliding to allow for quick, safe, and convenient entry and exit, as well as loading and unloading.

[0153] Preferably, the transport capsule can be designed to be tightly sealed. This allows for quick and cost-effective climate control of the capsule's interior and protects the passengers or cargo from the elements and wind.

[0154] If the transport capsule is intended for passenger transport, it may have seats and safety equipment such as seat belts and / or airbags.

[0155] The transport capsule may be equipped with air conditioning systems, such as heating, and lighting systems to increase comfort.

[0156] Furthermore, the transport module, e.g., the transport capsule, may contain hardware and software, e.g., for entering the flight destination, for communication with the flight module, other aircraft or ground stations, for operating facilities of the transport module or the aircraft, etc.

[0157] Furthermore, one or more displays may be present for showing flight information, aircraft status information, entertainment programs, etc.

[0158] Furthermore, the hardware and software can provide the possibility for internal flight communication and coordination, e.g., with a ground control station. For example, a status report of the aircraft or a status report on the loading or boarding of the aircraft can be communicated.

[0159] According to further design variants, the supporting structure and / or the central unit and / or a number of the drive units may have components made of fiber composite material or consist of fiber composite material.

[0160] For example, a number of the structural beams and / or connecting pieces and / or fastening devices of the supporting structure for attaching the drive units and / or hubs of the propellers and / or the housing of the central unit may have a fiber composite material or be made of a fiber composite material.

[0161] The fiber composite material can be, for example, a fiber-reinforced plastic, such as carbon fiber, glass fiber or basalt fiber-reinforced plastic.

[0162] For example, if the central unit has communication hardware, glass fiber reinforced plastic can preferably be used to avoid impairing the functionality of the communication hardware.

[0163] In one design variant, the supporting beams can be formed from a pultruded hollow profile made of fiber-reinforced plastic, e.g. carbon fiber-reinforced plastic.

[0164] According to further embodiments, the transport module can be made of or consist of a fiber-reinforced composite material. Preferably, the transport capsule and / or the shaft can be made of or consist of a fiber-reinforced composite material.

[0165] The fiber-reinforced composite material may incorporate special textile fiber reinforcement elements. The textile fiber reinforcement can be in the form of sheet or strip-shaped woven fabrics, knitted fabrics, crocheted fabrics, or braids embedded in a polymer matrix.

[0166] The use of fiber-reinforced composites improves the stability-to-mass ratio of the flight module, as components made from fiber-reinforced composites have a low mass while exhibiting good to very good mechanical properties, such as strength, modulus of elasticity, and impact strength.

[0167] Preferably, the fiber composite material can have unidirectionally arranged reinforcing fibers.

[0168] These reinforcing fibers can be concentrated and essentially uniformly aligned as so-called UD fiber belts, which can be used in differentiated layers within the fiber composite material to compensate for high mechanical loads occurring, e.g. on the structural beam.

[0169] For example, tensile, compressive and / or bending loads, e.g. within the structural beams, can be absorbed by UD fiber belts made of unidirectional reinforcing fibers, while torsional and / or shear stresses are compensated by fibers oriented at an angle of + / - 45°, e.g. in a woven fabric or non-woven fabric.

[0170] Advantageously, to compensate for the stress occurring on the structural beams, a textile fiber reinforcement is provided in the preform of the structural beams, for example in the following dimensions: Alternating arrangement of individual fiber layers with fibers aligned at an angle of + / - 45° by winding, unidirectional, axially running threads as belts on the top and bottom of the supporting beams, finally outer fiber layer with fibers aligned at an angle of + / - 45° by braiding.

[0171] The fiber structure created during braiding, with crossed and undulating fibers, increases the robustness of the supporting beam.

[0172] In addition, the outer layer with a fiber structure made of fibers aligned at an angle of + / - 45° particularly compensates for the torsional stress occurring on the supporting beam.

[0173] Depending on the specific design, the aircraft may include a control unit. This control unit may, for example, be configured to output a control signal to switch the propulsion units on or off. Alternatively or additionally, the control unit may be configured to output a control signal to open or close the coupling device and / or to adjust the tilt angle α, i.e., the tilt of the transport module relative to the flight module. The coupling device may accordingly be configured as a controllable coupling device. Alternatively or additionally, the control unit may be configured to output a control signal to adjust the angle of attack β. Furthermore, the control unit may control other processes, such as opening and closing a door of the transport capsule.

[0174] Further advantages of the present invention are evident from the illustrations and the accompanying description. They show: Figure 1: Exemplary representation of a modular aircraft; Figure 2: Schematic side view of a modular aircraft; Figure 3: Exemplary representation of a flight module with central unit; Figure 4: Schematic top view of the wing structure of a flight module; Figure 5: Schematic top view of a flight module with wing structure, attached propulsion units, and central unit; Figure 6: Schematic side view of the wing structure of a flight module with central unit; Figure 7: Schematic representation of the airspace coverage by the propellers of the propulsion units of a flight module; Figures 8a-c: Schematic representation of various cross-sections of the wing beams; Figures 9a-c: Schematic representation of various clamps for attaching the propulsion units to the wing structure; Figure 10: Exemplary representation of a transport module with coupling device;Figure 11: Schematic side view of a transport module with coupling device; Figure 12: Schematic side view of another transport module with coupling device; Figure 13: Schematic side view of a transport module with air guidance device; Figure 14: Schematic side view of a transport module with additional air guidance devices; Figure 15: Schematic top view of the supporting structure of a flight module with air guidance devices; and Figure 16: Schematic representation of an aircraft with a tilted flight module and angled air guidance devices.

[0175] In the examples described below, reference is made to the accompanying drawings, which form part of the examples and in which specific embodiments of the invention are shown for illustrative purposes. In this respect, directional terminology such as "top," "bottom," "front," "back," "anterior," "rear," etc., is used with reference to the orientation of the figures described. Since components of embodiments can be positioned in a number of different orientations, the directional terminology serves for illustrative purposes and is in no way restrictive.

[0176] It is understood that other embodiments may be used and structural or logical modifications made without deviating from the scope of protection of the present invention. It is understood that the features of the various exemplary embodiments described herein may be combined with one another, unless specifically stated otherwise. The following detailed description is therefore not to be interpreted as restrictive, and the scope of protection of the present invention is defined by the appended claims.

[0177] Within the scope of this description, the terms "connected," "attached," and "coupled" are used to describe both direct and indirect connections, direct or indirect links, and direct or indirect couplings. In the figures, identical or similar elements are labeled with identical reference symbols where appropriate.

[0178] Figure 1 and 2 Figure 1 shows an exemplary modular aircraft 1 capable of vertical take-off and landing for transporting persons and / or cargo. The aircraft 1 comprises a flight module 2, a transport module 7, and a coupling device 11 (in Figure 1 (not shown) on.

[0179] Figure 2 The aircraft 1 of the Figure 1 in a schematic side view.

[0180] Flight module 2 provides the propulsion for aircraft 1.

[0181] By coupling the flight module 2 with the transport module 7, the transport module 7 can be lifted from the ground, transported and placed on a surface using a stand device, e.g., of the transport module 7 or the flight module 2 (not shown).

[0182] Flight Module 2 is in the Figures 3 to 9 and 15 , the transport module 7 and the coupling device 11 are in the Figures 10 to 14 A more detailed explanation.

[0183] First, the flight module 2 will be described with reference to Figure 3 described in more detail.

[0184] In addition to a central unit 14 arranged centrally to the vertical axis M of the flight module 2, the flight module 2 has a supporting structure 3 with several supporting beams 13, which are connected to each other at nodes 12 by means of connecting pieces 17 designed as T-pieces and to the central unit 14.

[0185] This supporting structure 3 and the central unit 14 of the flight module 2 according to Figure 1 and 2 are in Figure 4 schematically in top view and in Figure 6The structure is shown in side view. The supporting structure 3 is formed by six structural beams 13 extending radially outwards from the central unit 14, as well as by six further structural beams 13 which connect the ends of the radially extending structural beams 13 opposite the central unit 14 at the nodes 12, forming a hexagon.

[0186] The connection of the structural beams 13 at the nodes 12 is achieved by means of T-shaped connecting pieces 17, which completely enclose the ends of the structural beams 13 to a depth of at least 100 mm. The positive-locking, flush fit of the structural beams 13 in the connecting pieces 17 improves the alignment of the structural beams 13. In addition, the bearing forces are distributed more evenly. To form the hexagonal shape of the structural structure 3, the connecting pieces 17 have three cantilevers, with two cantilevers forming an angle of 60° to each other.

[0187] The connecting pieces 17 of the exemplary embodiment consist of a fiber composite material and are designed in two parts, consisting of an upper and a lower shell, to simplify assembly and maintenance.

[0188] The structural beams 5 to be joined can additionally be positively connected to each other within the T-shaped connector. For this purpose, the ends of the structural beams 5 can have slots and webs by means of which the structural beams 5 can be joined together at a specific angle to each other.

[0189] The joined ends of the supporting beams 5 can be inserted into the upper or lower shell of the two-part T-shaped connector 11 and, after the T-shaped connector 11 is closed, are completely enclosed by the T-shaped connector 11.

[0190] Furthermore, in Figure 4Clamps are shown as fastening means 16, which serve to attach drive units 4 to the structural beams 13 of the supporting structure 3. The fastening means 16 are arranged approximately in the middle of each structural beam 13 and at the outer end of the structural beams 13 extending radially outwards from the central unit 14, but outside the nodes 12. In the exemplary embodiment, a total of 18 fastening means 16 are provided for attaching 18 drive units 4, although a different number of fastening means 16 or drive units 4 may also be provided.

[0191] The fastening means 16 can be designed, for example, as shown in Figures 9a to 9c.

[0192] Figure 9aFigure 1 shows a two-part clamp 16 consisting of two half-shell-shaped clamp sections, each with angled ends on one side, which are clamped horizontally to the supporting beam 13 (not shown) by means of a screw connection. The angled ends provide a surface for connecting the clamp sections to the drive unit 4 (not shown), whereby the clamp sections can be connected to the drive unit 4 by means of a screw or rivet connection.

[0193] In Figure 9b A clamp is shown as a fastening means 16, which has an omega-shaped lower clamp part with angled ends on both sides, a U-shaped upper clamp part and a flat cover element.

[0194] The omega-shaped lower clamp section encloses the structural beam at least partially laterally and in the lower area. The U-shaped upper clamp section encloses the structural beam 5 at least partially laterally and in the upper area.

[0195] The clamp's cover element is connected to the angled ends of the omega-shaped clamp section by a screw or rivet connection, thereby bracing the clamp vertically to the supporting beam 13. Furthermore, the cover element serves to connect the drive unit 4 (not shown).

[0196] Additionally, a pressure piece (intermediate element) is provided, which supports the U-shaped upper clamp part against the cover element. When the clamp is closed, this clamping action braces the omega-shaped lower clamp part and the U-shaped upper clamp part against each other and against the supporting beam 13, thus creating a force-fit and form-fit connection between the clamp and the supporting beam 13. (The pressure piece can also be part of the cover element or the U-shaped clamp part.)

[0197] The clamp according to Fig. 9b It is therefore formed into four parts.

[0198] In Figure 9c A clamp is shown as a fastening means 16, which has an omega-shaped lower clamp part with angled ends on both sides, a U-shaped upper clamp part and a pressure piece (intermediate element).

[0199] The omega-shaped lower clamp part encloses the supporting beam 13 at least partially laterally and in the lower area, with the angled ends of the omega-shaped lower clamp part providing an area for connection with the drive unit 4.

[0200] The U-shaped upper clamp part encloses the supporting beam 13 at least partially laterally and in the upper area.

[0201] The angled ends of the omega-shaped clamp part can be connected to the drive unit 4 (not shown) by means of a screw or rivet connection, thereby bracing the clamp in a vertical direction with the supporting beam 13.

[0202] The additional pressure piece (intermediate element) supports the angled ends of the omega-shaped clamp section above the supporting beam 13 and, when the clamp is closed and the drive unit 3 is mounted, causes the omega-shaped lower clamp section and the U-shaped upper clamp section to be clamped against the supporting beam 13, thus establishing a force-fit and form-fit connection between the clamp and the supporting beam 13. The pressure piece can be an integral part of the U-shaped clamp section.

[0203] The clamp according to Fig. 9c It is therefore formed in three parts.

[0204] In the upper area, the fasteners 16 are arranged according to the Figures 9a to 9c each via angled ends for the direct mounting of the drive units 3 ( Fig. 9a, 9c ), or for the indirect accommodation of the drive units 4 ( Fig. 9b ) over the lid element.

[0205] The drive units 4 can be screwed or riveted to the angled ends or to the cover element.

[0206] The fasteners 16 according to the Figures 9a to 9c In their assembled state, they each form an omega shape, meaning their outer shape roughly corresponds to the Greek capital letter Omega. The fasteners 16 are also designed to largely follow the outer contour of the structural beams 13 and to at least partially encompass the structural beams 13 laterally and below, thus ensuring a force-fit and form-fit connection with the structural beams 13 in the connected state.

[0207] The structural beams 13 consist of a pultruded hollow profile made of fiber-reinforced plastic, e.g. carbon fiber-reinforced plastic.

[0208] Possible cross-sections, each with a longitudinally extended hollow profile cross-section, show the following: Figures 8a to c in sectional view, of which the hollow profile according to Figure 8aa preferred oval cross-section, the hollow profile according to Figure 8b an elliptical and the hollow profile according to Figure 8c has an elongated cross-section. The longitudinal sides of the hollow profiles each point in a perpendicular direction of action of the drive units 4 (not shown).

[0209] The hollow profile of the structural beams 13 according to Figures 8a, 8b and 8c Each has a variable wall thickness in the circumferential direction of the supporting beam 13.

[0210] In areas of the circumference subjected to high stress due to acting forces, the wall thickness is greater than in areas of lower stress. For example, the wall thickness can be, as in Figures 8a, 8b, 8c visible in the area of ​​the narrow sides of the circumference (above and below in the illustration according to Figures 8a, 8b, 8cThe wall thickness can be greater than in the region of the longitudinal sides of the perimeter. Furthermore, the wall thickness can vary not only in the circumferential direction along the cross-section, but also along the longitudinal extent of the structural beam 13. For example, the wall thickness of the structural beam 13 extending radially outwards from the central unit 14 can increase from the outside inwards towards the central unit 14. The resulting loads can be simulated by computer to calculate the required minimum wall thickness.

[0211] Cables for signaling and power supply run inside the hollow profile.

[0212] Referring again to Figure 3It is evident that the flight module has two drive units 4, each with a propeller 6 with a rotor consisting of two rotor blades and a brushless DC motor as an electric motor 5, the propeller 6 being driven by the electric motor 5. The propeller 6 is rotatably mounted on the electric motor 5 by means of a hub.

[0213] Optionally, a cover, e.g. in the form of a spinner, can be provided to seal the drive unit 4 against water and dirt and to improve aerodynamics. The propellers 6, in particular their rotors, are made of a fiber composite material, e.g. carbon fiber reinforced plastic.

[0214] Figure 5 shows the top view of flight module 2 according to Figure 3 schematically.

[0215] The drive units 4, in the exemplary embodiment 18 drive units 4, are arranged in a plane of the supporting structure 3 outside the nodes 12 in a first, a second and a third ring (R1, R2, R3) with six drive units 4 each, concentrically around the vertical central axis M of the flight module 2. The first, second and third rings R1, R2, R3 have different ring diameters DR1, DR2, DR3 (also evident in Figure 7 ).

[0216] The drive units 4 are attached directly to the supporting beams 13 of the supporting structure 3 by means of the fastening means 16 designed as clamps.

[0217] The rotors of the propellers 6 of the drive units 4 have different diameters d1, d2, d3. In the exemplary embodiment, the rotors of the six propellers 6 of the drive units 4 of the first (inner) ring R1 have a first uniform diameter d1 of 1800 mm. The rotors of the six propellers 6 of the drive units 4 of the second ring R2 have a second diameter d2, which in the exemplary embodiment corresponds to the diameter d1 of the rotors of the propellers 6 of the inner first ring of 1800 mm. The rotors of the six propellers 6 of the drive units 4 of the third ring R3 have a third diameter d3 of 1300 mm. Figure 7 ). In other words, the flight module 2 has twelve propellers 6 with rotors with a diameter d1, d2 of 1800 mm and six propellers 6 with rotors with a diameter d3 of 1300 mm.

[0218] According to this embodiment, the arrangement of the drive units 4 around the vertical central axis M and the size of the rotors of the propellers 6 result in a total diameter of the flight module 2 of a maximum of 8.14 m.

[0219] In Figure 7 The figure shows the airspace coverage achievable by the rotors of the propellers 6 of the propulsion units 4 of the flight module 2. It demonstrates that the described selection of rotors for the propellers 6 results in a high concentration of the covered area above the supporting structure 3 and thus very good airspace coverage, even though only two rotor types of different diameters need to be manufactured.

[0220] The excellent airspace coverage improves the performance of flight module 2 and thus also of aircraft 1, while simultaneously minimizing the space required for flight module 1 during takeoff, landing and ground time, which is particularly advantageous when operating aircraft 1 in an urban environment.

[0221] The central unit 14 of flight module 2 is designed in the form of a hemisphere made of carbon fiber reinforced or glass fiber reinforced plastic. Central unit 14 houses the communication and control technology of flight module 2. It also contains rechargeable batteries for supplying power to the propulsion units 4 and other electrical consumers.

[0222] Optionally, the central unit 14 can also house a rescue system with a parachute for deployment.

[0223] The following refers to the transport module 7 of aircraft 1 with reference to the Figures 10 to 12 described in more detail.

[0224] Figure 10 Figure 7 shows an exemplary representation of the transport module 7 for transporting persons. The transport module 7 has a teardrop-shaped transport capsule 8, the teardrop shape being the same in the flight state of the aircraft (see Figure 7). Figure 1 ) is essentially vertically extended. The teardrop shape is reduced in width, as is also the case in Figure 1 and 10 as well as especially in Figure 12 evident.

[0225] The transport capsule 8 has two opposing doors 18 through which the persons being transported can enter and exit the transport capsule 8. In the exemplary embodiment, the door leaves of the doors 18 are round, but can have any other shape.

[0226] The doors 8 can be connected to the transport capsule 2 via a movable linkage device (schematically represented as a bracket encompassing the doors). The doors can be hinged open or closed by means of a pivot hinge system or slidably mounted on the transport capsule 2 by means of a rail system.

[0227] The transport capsule 8 is completely enclosed and has a partially transparent shell, allowing people to look out of the transport capsule 8.

[0228] Optionally, the transport capsule 8 can have a charging module with one or more rechargeable energy storage devices.

[0229] Inside the transport capsule 8 are seats equipped with safety belts and airbags, an air conditioning system, displays and a communication system for communication with the flight module 2, other aircraft or a ground station (not shown).

[0230] The transport capsule 8 can be connected to a flight module 2 by means of the connecting device 9. For this purpose, the connecting device 9 has a longitudinally extended, rotationally symmetrical shaft 10, one end of which connects to the transport capsule 8.

[0231] The shaft 10 is designed to be extended in such a way that a safety height distance 15 is created.

[0232] The safety height distance 15 is determined by the length of the shaft 10. The safety height distance 15, or the length of the shaft 10, together with the height of the transport capsule 8, measures a height of, for example, 3 m above a mounting surface of the transport capsule 3, where the transport capsule 8 has, for example, a height of 2 m and the safety height distance 15, or the length of the shaft 10, is 1.0 m.

[0233] The shaft 10 and the transport capsule 8 are made of a fiber composite material, e.g. a carbon fiber or glass fiber reinforced plastic, which gives the transport module 7 a low mass while maintaining very good mechanical properties.

[0234] Figure 11 Transport module 7 shows the Figure 10 schematically in a side view. Besides those related to Figure 10 The described components are made from Figure 11The safety height distance 15 is evident, which is determined by the length of the shaft 10.

[0235] Figure 12 Transport module 7 shows the Figure 10 schematically in a further side view from a perspective rotated by 90° around the longitudinal axis of the shaft 10 compared to figure 11.

[0236] From the Figure 1 and 2 It is evident that the flight module 2 can be coupled to the transport module 7. It can be seen that the transport module 7 is coupled centrally to the underside of the central unit 14 of the flight module 2. Accordingly, the transport module 7 is positioned centrally below the flight module 2.

[0237] The coupling device 11, designed as an automatic articulated coupling, serves to couple the two modules, thus enabling the automatic coupling and uncoupling of different transport modules 7 to the same flight module 2, whereby the transport modules 7 can be of different designs. Likewise, different flight modules 2 can be coupled to the same transport module 7.

[0238] The design as an articulated coupling allows for a flexible tilting position of transport module 7 and flight module 2 relative to each other. In other words, the tilt of flight module 2 relative to the coupled transport module 7 can be varied using the articulated coupling. This allows the vertical alignment of transport module 7 to be largely maintained even if the flight module 2 changes orientation during flight operations, and concentrates the center of gravity of aircraft 1 in a limited central area, thus improving the comfort and controllability of aircraft 1.

[0239] The coupling device 11 can be designed to be controllable, so that a connection between the transport module 7 and the flight module 2 can be selectively established or disconnected.

[0240] Flight Module 2 and Transport Module 7 can communicate with each other internally. For example, Transport Module 7 can transmit a status message regarding its loading and / or boarding status, or its position at a launch and landing station. Both Flight Module 2 and Transport Module 7 can transmit a status message upon successful coupling. Furthermore, Flight Module 2 can provide information, such as flight status, travel time, weather, etc., which can be communicated to the occupants of Transport Module 7, for example, via a display in the transport capsule 8.

[0241] Figure 13 Figure 1 shows a transport module 7 which has an air guidance device 19. This is wing-like, designed as a vertically oriented, flat plate and is attached to the rear of the transport module 7 opposite the direction of travel of the aircraft 1, in particular the transport module 7 ( Figure 13 (The flight direction of aircraft 1 lies in the plane of the image; aircraft 1 is moving to the right). The air guidance device 19 acts as a tail assembly, which keeps the transport module 7 in a stable position relative to its vertical and longitudinal axes during the flight of aircraft 1.

[0242] The air guidance device 19 can be mounted stationary or rotatably on the transport module 7. Furthermore, the position of the air guidance device 19 relative to the transport module 7 can be moved, e.g., extended or retracted linearly.

[0243] Additional air guidance devices 19 may be attached to provide further stabilization effects or improvements in the airflow at the transport module 7.

[0244] Figure 14shows a transport module 7 with two further air guidance devices 19, which serve as lift aids to generate additional lift for the aircraft 1 during the cruise flight (forward flight) of the aircraft 1.

[0245] The air guidance devices 19 each have a wing that is plate-shaped or slightly curved, wherein the plane of the plate is oriented in the direction of flight of the aircraft 1, in particular in the direction of flight of the transport module 7 ( Figure 14 (Flight direction of aircraft 1 is perpendicular to the image plane), is extended so that in Fig. 14 Only a cross-section of the flat wings, indicated as a line, is visible.

[0246] The air guide devices 19 can be attached to the lower part of the transport capsule 8 by means of two mounting brackets 20, wherein the mounting brackets 20 can be rotatably mounted on the transport capsule 8 and the wings 19 can each be rotatably mounted on a mounting bracket 20. The mounting brackets 20 can follow the shape of the lower part of the transport capsule 8. This allows the air guide devices 19 to be folded close to the transport capsule 8 and, if necessary, folded far away from it. Figure 14 : dotted line with double arrow).

[0247] During takeoff and landing, the wings 19 are folded against the transport capsule 8 to minimize any negative impact on the airflow. During the forward flight of the aircraft 1 with the attached transport module 7, the wings 19 can be unfolded and, due to their aerodynamic lift, help to support the transport module 7, thus reducing the work required by the flight module 2 and allowing it to provide more power for forward flight.

[0248] Preferably the wings 19 are arranged in the lower area of ​​the transport module 7, since the influence from the outflow of the propellers 6 of the flight module 2 is least pronounced here.

[0249] Figure 15Figure 2 shows a flight module 2 with four air guides 19, which also function as lift-generating elements. The air guides 19 have planar wings 19. They can be attached to the structural beams 13 of the support structure 3 of the flight module 2 or to the connecting pieces for joining the structural beams 13 of the support structure 3. They can be rotatably mounted so that the air guides 19 can be folded onto and off the support structure 3 (dotted line with double arrow).

[0250] The air guidance devices 19 each have a flat wing 19 which, for example, is also rotatably mounted about its longitudinal axis.

[0251] When flying forward at a sufficiently high speed in the direction shown, the wings are unfolded and assist the propellers 6 of the drive units 4 (not visible here) in generating additional lift for the aircraft 1.

[0252] Additionally, the wings can be rotated around their longitudinal axis to change the angle of attack relative to the airflow and thus adjust the lift.

[0253] Preferably the wings are arranged on the support beams 13 in the upper or lateral area of ​​the supporting structure 3 of the flight module 2, since the influence of the outflow from the propellers 6 is least pronounced here.

[0254] All air devices 19 of the designs according to the Figures 13 to 15 Their orientation towards the transport capsule 8 of the transport module 7 or towards the supporting structure 3 of the flight module 2 can be designed to be controllably adjustable, so that the function can be optimally adapted to the flow conditions etc. during flight operations.

[0255] Figure 16Figure 1 shows a flying device 1 in a side view with a flight module 2 inclined downwards in the direction of flight at an inclination angle α of approximately 75°. The inclination angle α is determined by the plane E of the supporting structure 3 and the vertically extending line of gravity S, which is shown in the representation of the Fig. 16 the vertical longitudinal axis of shaft 10, including the area. The position of the central axis of flight module 2 deviates from the vertically running line of gravity S.

[0256] Such an inclination angle α of the flight module can be set, for example, during the acceleration of the aircraft 1, while maintaining a comfortable vertical alignment with the transport capsule 8 of the transport module 7.

[0257] The Figure 16 It also shows two of the four air guidance systems 19 of the flight module 2, which, as shown in the top view according to Figure 15The air guides 19 are arranged on the supporting structure of the flight module 2. They are angled relative to plane E of the supporting structure 3 at an angle of attack β of approximately 150°. The angle of attack β is enclosed by plane E of the supporting structure 3 and the central cross-sectional plane of the air guide 19.

[0258] In a braking situation (not shown), the inclination of the flight module 2 relative to the line of gravity S and the angle of the air guidance devices 19 can be opposite, so that, for example, an inclination angle α of approximately 105° and an angle of attack β of approximately 235° can result.

[0259] Regarding the other elements of aircraft 1 of the Figure 16 Reference is made to the previous explanations.

[0260] The expression "and / or" used here, when used in a series of two or more elements, means that each of the listed elements can be used alone, or any combination of two or more of the listed elements can be used.

[0261] For example, if a relationship is described that contains the components A, B and / or C, the relationship can contain the components A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. Reference symbol list

[0262] 1 Aircraft 2 Flight module 3 Support structure 4 Propulsion unit 5 Electric motor 6 Propeller 7 Transport module 8 Transport capsule 9 Connecting device 10 Shaft 11 Coupling device 12 Node 13 Support beam 14 Central unit 15 Safety clearance 16 Fastening device 17 Connecting piece 18 Door 19 Air guide device 20 Mounting bracket R1, R2, R3 first, second, third ring d1, d2, d3 diameter of rotor DR1, DR2, DR3 diameter of ring M Central axis of the flight module E Plane of the supporting structure S Line of gravity α Inclination angle β Angle of attack

Claims

1. A vertical take-off and landing modular aircraft (1) for transporting people and / or loads, having: - a flight module (2) with several drive units (4) arranged on a wing assembly (3), wherein each drive unit (4) has an electric motor (5) and a propeller (6) operatively connected to the electric motor (5), - a transport module (7) having a conveying pod (8) and a connecting device (9) for connecting the conveying pod (8) to the flight module (2), wherein the connecting device (9) has a longitudinally extended shaft (10) connected to one end of the conveying pod (8), and - a coupling device (11) designed as an articulated coupling for coupling and uncoupling the flight module (2) and for tilt adjustment between flight module (2) and transport module (7), wherein for the detachable connection of the flight module (2) to another end of the longitudinally extended shaft (10) of the transport module (7), a first part of the coupling device (11) is formed on the flight module (2) and a second part of the coupling device (11) is formed as a counterpart on the other end of the longitudinally extended shaft (10) of the transport module (7), wherein the coupling device (11) is designed to operate automatically.

2. Aircraft (1) according to claim 1, wherein the aircraft (1), preferably the flight module (2) and / or the transport module (7), has one or more air guiding devices (19).

3. Aircraft (1) according to claim 2, wherein an angle of incidence β of the air guiding devices (19) is variable.

4. Aircraft (1) according to one of the preceding claims, wherein the flight module (2) has a central unit (14).

5. Aircraft (1) according to one of the preceding claims, wherein the wing assembly (3) of the flight module (2) has wing assembly struts (13) interconnected at node points (12) and wherein a number of the drive units (4) are arranged outside the node points (12).

6. Aircraft (1) according to one of the preceding claims, wherein the rotors of the propellers (6) of a number of the drive units (4) have different diameters (d1, d2, d3).

7. Aircraft (1) according to one of the preceding claims, wherein a number of wing assembly struts (13) have a hollow profile, preferably with an oval profile cross-section.

8. Aircraft (1) according to one of the preceding claims, wherein the shaft (10) of the connecting device (9) is designed to extend in such a way that a safety height clearance (15) of the coupling device (11) above the conveying pod (8) is ensured.

9. Aircraft (1) according to one of the preceding claims, wherein the shaft (10) of the connecting device (9) is designed to be essentially rotationally symmetrical and / or wherein the conveying pod (8) of the transport module (2) is designed to be rotationally symmetrical and / or essentially drop-shaped.

10. Aircraft (1) according to one of the preceding claims, wherein a tilt angle α of the flight module (2) is variable.

11. Aircraft (1) according to one of the preceding claims, wherein the wing assembly (3) and / or the central unit (14) and / or a number of the drive units (4) comprise components made of fibre-reinforced composite material or are made of fibre-reinforced composite material.

12. Aircraft (1) according to one of the preceding claims, wherein the transport module (7), preferably the shaft (10) and / or the conveying pod (8) comprises a fibre-reinforced composite material or is made of a fibre-reinforced composite material.

13. Aircraft (1) according to claim 11 or 12, wherein the fibre-reinforced composite material has textile reinforcing elements.

14. Aircraft (1) according to one of claims 11 to 13, wherein the fibre-reinforced composite material has unidirectionally arranged reinforcing fibres.