FLIGHT UNIT FOR AN AIRCRAFT

Description

[0001] The invention relates to a flight unit for a vertical take-off and landing aircraft, with several drive units arranged on a supporting structure, wherein the supporting structure has interconnected supporting beams.

[0002] From the document WO 2019 / 114885 A1, a flight module of the above type for a vertically take-off and landing aircraft is known, which has a plurality of drive units arranged on supporting beams, each with a propeller.

[0003] According to the abstract, the document US 2020 / 086986 A1 discloses an unmanned aerial vehicle with a ring wing in which individual wing sections are rotatably mounted and arranged around a fuselage.

[0004] The flight module features several air deflectors on the outer perimeter of the supporting structure. These are arranged on one side at the outer nodes of the interconnected supporting beams and are mounted on pivoting supports.

[0005] The aircraft known from the prior art can comprise, in addition to the flight module, any transport module that can be coupled to the flight module.

[0006] During a takeoff or landing procedure of the aircraft with a substantially vertical climb or descent of the flight module, the flight module is essentially directed horizontally relative to the ground (horizontal flight attitude).

[0007] During cruise operation of the aircraft with a substantially horizontal forward flight of the flight module, the flight module is substantially inclined relative to the ground (inclined flight attitude).

[0008] A disadvantage of the state-of-the-art solution is, on the one hand, that the arrangement of the air guidance devices on the outer circumference of the supporting structure makes the flight module very protruding, which is particularly disruptive during take-off and landing, since space is usually limited during take-off and landing, and the air guidance devices therefore have to be folded in during take-off and landing and can no longer be used to direct the air and control the flight of the flight module.

[0009] On the other hand, the one-sided mounting and storage of the air guidance devices during operation of the flight module or the aircraft also creates a considerable bending load on the air guidance devices or their connection to the supporting structure and creates an unfavorable mechanical load on the supporting structure.

[0010] Furthermore, the number of operating propellers cannot be adjusted to the propulsion power required in each flight phase. For example, during the forward flight phase of the inclined flight module, less propulsion power is required than during the climb or descent phase of the horizontally oriented flight module, which would allow a certain number of propulsion units to be switched off.

[0011] However, in the case of the inclined position of the flight module, the rotor blades of the propellers of switched off propulsion units - despite adjustable inclination angle of the propellers and adjustable angle of attack of the rotor blades - create an unfavorable air resistance due to the partially lateral flow, which significantly disrupts the optimal flow pattern and thus the flight characteristics of the flight module and must therefore continue to be operated even in the inclined position of the flight module.

[0012] As a result, the efficiency of the propulsion units operated (equipment expenditure in relation to the lift and thrust power provided) is reduced, particularly in the phase of horizontal forward flight of the inclined flight module, so that the achievable cruising speed of the aircraft remains limited.

[0013] The invention is based on the object of providing a flight unit with higher efficiency in terms of its design and operation while at the same time having improved flight characteristics.

[0014] In particular, the required installation space of the flight unit and the mechanical load on the supporting structure are to be reduced, while at the same time the aerodynamics are to be improved and flight stability is to be ensured in every flight phase and flight attitude.

[0015] To achieve the object, the invention provides that a certain number of supporting structure beams each have at least one wing with a wing shape, which is arranged or designed to be rotatable in a longitudinal section (wing section) of the supporting structure beam extending longitudinally between two node points.

[0016] The wing with an airfoil shape, also called a wing, preferably has a rounded leading edge at the front in the direction of flow for the air flow to flow onto the wing and preferably a tapered trailing edge at the rear in the direction of flow for the air flow to flow off the wing.

[0017] The wing has on its upper side a curved inflow surface in relation to the inflow surface of its underside, which deflects and accelerates the air flow over the upper side of the wing in order to generate dynamic lift when the wing is subjected to airflow, thus causing a negative pressure on the upper side of the wing and an overpressure on the underside of the wing.

[0018] The inflow surface of the upper side of the wing is preferably convex.

[0019] The inflow surface of the underside of the wing is curved in relation to the inflow surface of the wing surface in such a way that, in order to generate dynamic lift, the acceleration of the air flow over the inflow surface of the upper side of the wing is always greater than over the inflow surface of the underside of the wing.

[0020] The inflow surface of the underside of the wing can be convex to concave in shape.

[0021] The wing is arranged or formed in a specific length section of the longitudinally extended structural beam, which is therefore referred to as the wing section of the structural beam.

[0022] The wing or wing section of the structural beam may be adjacent to at least one further length section of the associated structural beam, which holds the wing and is therefore referred to as the beam section.

[0023] The wing or wing section can also extend completely between two nodes.

[0024] The wing section or the wing section together with the beam section(s) assume the necessary load-bearing function of a structural beam spanning between two nodes of the structural structure, as well as the load-bearing function of a wingless structural beam.

[0025] The nodes of the supporting structure are the connection points between two supporting beams or between a supporting beam and another integral functional object of the supporting structure, such as a preferably centrally arranged unit for regulating and controlling the flight unit (central unit).

[0026] The central unit may comprise technical functional elements, such as control, attitude determination and / or communication technology and / or a charging module and / or technical aids for air traffic control.

[0027] The central unit can preferably be arranged centrally to a central axis M of the flight unit, so that the central axis of the central unit coincides with the central axis M of the flight unit. The central unit can, for example, have a housing, e.g. in the shape of a hemisphere or an ellipsoid, for accommodating technical functional elements.

[0028] The supporting beams of the supporting structure can be attached at one end to or in the housing of the central unit and extend radially outwards from the central unit.

[0029] To generate dynamic lift, the wing has a cross-sectional area that is significantly larger than the cross-sectional area of ​​the associated supporting beam.

[0030] The cross-sectional profile of the wing thus significantly exceeds the cross-sectional profile of the associated supporting beam. In other words, the wing is significantly larger in its transverse extension than the supporting beam in its transverse extension.

[0031] The wing arranged or formed in the wing section is also preferably arranged or formed to be longitudinally extended in the direction of the longitudinal extension of the supporting structure beam.

[0032] The supporting beam may have a wing arranged in the area of ​​the wing section in the manner described above or may itself be designed as a wing in the manner described above.

[0033] According to the invention, the wing is arranged or designed to be rotatable.

[0034] With this combined design of the supporting structure consisting of interconnected supporting beams, which each have adjustable wings as an alternative or in addition to the drive units arranged on the supporting beam, which are arranged or designed to be rotatable on the supporting beams, on the one hand a space-efficient and structurally favorable integration of wings within the supporting structure is achieved and on the other hand the operation of the flight unit in different flight attitudes can be better adapted to the prevailing flow conditions and thus the aerodynamics of the flight unit can be significantly improved.

[0035] The invention is based on the finding that, for example, during the forward flight of the aircraft with the known flight module, with increasing inclination of the flight module, the drive power of the propellers causes an increasing propulsion effect, but unfavorably a decreasing lift effect is achieved.

[0036] The invention is further based on the finding that in a tilting phase or a tilting phase of the known flight module, in which it is in the transition from vertical climb to horizontal straight or forward flight or in the transition from horizontal straight or forward flight to vertical descent, the ratio of the propulsion power and lift power generated by the propellers is reversed and the mutual relationship between propulsion and lift can lead to undesirable effects in the flight behavior of the flight module.

[0037] The invention is further based on the knowledge that, for example, during the climb or descent of the aircraft with the known flight module, the lift effect of the propellers can be easily disturbed by, for example, lateral wind influences.

[0038] A particular aerodynamic advantage of the wings integrated into the supporting structure is that they can also be exposed to additional airflow from the propellers of the propulsion units, which is not possible with the externally arranged air guidance systems of the known flight module.

[0039] Due to the flow of the propellers' downwash onto the wings integrated into the supporting structure, these wings can also be used effectively for certain maneuvers during takeoff / landing / tilt / tilt phases at low flight speeds of the flight unit, since they can also create an aerodynamic force that supports the flight maneuver during these phases due to the separate additional flow.

[0040] In order to further improve the aerodynamics of the flight unit according to the invention, it is designed by means of the rotatable wings in such a way that the ratio of the lift power to the propulsion power can be better controlled and thus stabilized during forward flight, the climb or descent flight and in the pitching or pitching phase.

[0041] The rotatability of the wings allows their position to be adjusted according to the flight status of the aircraft for stabilization or control of the flight. They can be used like tail units, for example, to support and improve the aircraft's positional stability during certain maneuvers during takeoff / landing / pitch / pitch phases.

[0042] This allows the wings to be adjusted during vertical climb or descent of the flight unit during takeoff and landing, with all propulsion units operating, with the airfoils aligned essentially vertically relative to the ground. This allows the lift generated by the propulsion unit's propellers to act unhindered when the flight unit is in a horizontal flight attitude relative to the ground and is not hindered by the airfoils. The position of the wings exposed to the airflow from the propellers can also support the vertical lift of the flight unit and stabilize it against lateral flow influences. The wings act like rudders and provide resistance to lateral displacement perpendicular to the airfoils.

[0043] Alternatively, the wings can be set at an angle to the ground during vertical ascent or descent that differs from the vertical position, so that they also exert a force during vertical ascent or descent that leads to a predetermined sideways movement or rotational movement of the flight unit.

[0044] In a pitching phase, in which the flight unit is in the transition from the vertical climb to the horizontal forward flight, in order to realize the cruise flight operation of the aircraft is tilted from a horizontal flight attitude into a flight attitude inclined with respect to the ground, the wings can be positioned inclined / diagonally with respect to the ground in such a way that during the operation of some individual drive units the flow surfaces of the wings experience a flow around them and generate a dynamic lift and thus support the tilting of the flight unit in a controlled manner.

[0045] Similarly, in a pitch-down phase, in which the flight unit is tilted from a nearly vertical flight attitude into a flight attitude inclined relative to the ground in the transition from horizontal forward flight to vertical descent, the wings can be positioned inclined / obliquely relative to the ground in such a way that during the operation of some individual propulsion units, the inflow surfaces of the wings experience airflow and generate dynamic lift, thus decelerating the pitching of the flight unit in a controlled manner.

[0046] Due to the additional flow of the wings, the lift component can be strongly influenced during the pitching or pitching phase and there is more scope for the use and operation of the propulsion units.

[0047] The wings, exposed to the propeller downwash, can also deflect this downwash, with the resulting momentum contributing to lift during the pitch-up or pitch-down phases. The faster the aircraft flies, the more the airflow can increase this.

[0048] For example, to assist with pitching, the rear / upper wings could be angled slightly higher than the front / lower wings, so that these rear / upper wings generate more lift than the front / lower wings. This would cause the aircraft to move upwards at the rear in the direction of flight without requiring increased propeller thrust.

[0049] During the essentially horizontal forward flight of the flight unit to realize the cruise flight operation of the aircraft, in which the flight unit is essentially in a steep / almost vertical flight attitude relative to the ground, the wings can be positioned horizontally oriented relative to the ground so that during the operation of some individual propulsion units, the inflow surfaces of the wings experience a flow around them and generate dynamic lift, thus stabilizing the forward flight of the flight unit and improving the flight performance of the flight unit in forward flight.

[0050] At best, with the aircraft in a nearly completely vertical flight attitude during horizontal forward flight, the propulsion units' propellers are used almost exclusively for propulsion, and the wings provide almost exclusively lift. Since the propellers point in the direction of flight in this case, the wings receive optimal airflow and operate with maximum lift efficiency.

[0051] This also means that, thanks to the supported dynamic lift of the wings in forward flight, less propulsion power is required from the drive units and thus the flight unit can be designed to be smaller overall in terms of its size and mass.

[0052] Consequently, the higher efficiency of the flight unit allows fuel to be saved and longer flight distances to be covered.

[0053] The ability to rotate the wings is also advantageous in order to compensate for disruptive currents, such as storms or turbulence in the airspace, by adjusting the wings accordingly.

[0054] In order to operate the flight unit in adaptation to the respective flow conditions in different flight attitudes and environmental situations, the rotation adjustment of the wings is preferably designed to be controllable individually and / or in groups.

[0055] The longitudinal section which has the wing (wing section) can occupy the entire length of the longitudinal structural beam or only comprise a part of the longitudinal structural beam.

[0056] According to the invention, the wing can therefore extend over the entire length of the longitudinally extended supporting beam - i.e. from node to node of the supporting structure - or can be connected on one or both sides of its longitudinal extension to a longitudinal section of the supporting beam (beam section).

[0057] Preferably, as in the latter case, the wing is designed or arranged to be enclosed on both sides by a support section.

[0058] This ensures, on the one hand, a stable support for the wing and, on the other hand, a certain spacing of the wing from the other supporting beams of the supporting structure and from the drive units, which, among other things, allows greater degrees of freedom for the pivoting range of the wing and means less mutual flow influence between the propellers and the wings.

[0059] Advantageously, the wing arranged or formed on the wing section is designed to be rotatable about a longitudinal axis of the supporting structure beam.

[0060] In this regard, a wing arranged or formed in the wing section of the supporting beam can be designed or arranged to be rotatable about its longitudinal axis relative to the wing section and / or relative to the adjoining support section(s) of the supporting beam.

[0061] Likewise, the wing section and / or the adjoining support section(s) of the supporting structure beam can be designed or arranged to be rotatable about the longitudinal axis of the supporting structure relative to the fixed node(s) of the supporting structure and / or relative to a fixed support section of the supporting structure beam.

[0062] This design enables a particularly space- and mass-saving arrangement and operation of the wings along the supporting beam of the supporting structure.

[0063] The design in which the wing is arranged or designed to enclose the wing section of the supporting structure also achieves a particularly space- and mass-saving arrangement and function of the wings on the supporting structure.

[0064] Enclosing the supporting beam by the wing also has the advantage that both the supporting structure and the wings can be individually dimensioned according to their specific load requirements and thus the load-bearing effect of the supporting structure is not adversely affected by the wing.

[0065] In addition, the bearing of the wing and the load introduction into the supporting structure are structurally simpler, since fewer bending load components occur during operation and the force introduction can be distributed linearly along the wing, instead of only at the end points, as is the case with state-of-the-art air guiding devices.

[0066] In a special embodiment, the wing is arranged or designed to be rotatable relative to the adjacent support section(s).

[0067] In this design, for example, pivot bearings for the rotational position of the sash can be arranged directly at or in the two ends of the elongated sash, so that the sash or the sash section with the firmly connected sash can be rotationally adjusted relative to the adjacent, rotationally fixed / rigid support section(s).

[0068] This design offers the simplest construction and implementation of the adjustment option for the inclination of the wing relative to the supporting beam.

[0069] The arrangement of the pivot bearings directly at or in the two ends of the sash creates a stable support for the sash and enables easy replacement of the sash, for example for an application-specific profile change.

[0070] The bending load on the support sections caused by the airflow to the wing can be compensated for by appropriately designing the pivot bearings. For example, spherical roller bearings can be used, which allow a certain angular position of the bearing elements relative to each other, so that the pivot bearing also functions as an angular decoupling device.

[0071] In an alternative embodiment, the support section is arranged or designed to be rotatable relative to another support section of the same supporting beam and / or relative to a node point of the supporting structure associated with the supporting beam.

[0072] In other words, a part of a structural beam or a support section can be arranged or designed to be rotatable relative to another part of the same structural beam or the same support section and / or rotatable relative to a node point associated with the structural beam.

[0073] In this embodiment, the adjacent structural beam section(s) or a part of the adjacent structural beam section(s) can be firmly connected to the wing arranged or formed on the wing section and, for example, pivot bearings for the rotational position of the wing can be arranged at its opposite end in the transition to the rotationally fixed support section (other part of the support section) of the same structural beam and / or in the transition to a node of the structural beam of the supporting structure, so that the wing in the wing section can be rotationally adjusted together with the adjacent support section (part of the support section) relative to the rotationally fixed support section (other part of the support section) or relative to the node of the supporting structure.

[0074] The support sections adjacent to the wing and firmly connected to it thus represent rotating shafts that enclose and support the wing.

[0075] This arrangement creates a lower bending load within the individual support sections because the bending load caused by the flow to the wings acts equally / distributed on the wings and on the support sections firmly connected to them.

[0076] The bending load caused by the airflow to the wing causes an angular change in the support section(s) connected to the rotating wing relative to the non-rotatable support section(s) or relative to the corresponding node(s) of the supporting structure. This change is compensated for by the appropriate design of the external pivot bearings. For example, spherical roller bearings, which allow a certain angular position of the bearing elements relative to each other, can also function as angular decoupling.

[0077] The supporting structure is thus significantly relieved of bending loads, which leads to an improvement in the stability of the supporting structure and the flight characteristics of the flight unit.

[0078] If the pivot bearings are advantageously arranged near the corresponding nodes of the supporting beam of the supporting structure, the bending load on the supporting beam and thus on the supporting structure is further reduced.

[0079] In a further advantageous embodiment, the wing is arranged or designed to be rotatable relative to the wing section.

[0080] In this embodiment, the pivot bearing(s) for rotational adjustment of the sash can be arranged or formed on the sash body or integrated into the sash body, so that the sash can be rotationally adjusted relative to the rotationally fixed sash section and support section(s) of the supporting structure beam.

[0081] The pivoting connection between the wing and the supporting beam in the wing section can be realized by a single pivot bearing.

[0082] The supporting beam, which carries an arranged wing, is thus, in contrast to the above-mentioned designs, continuous / uninterrupted with an essentially identical cross-section and forms a rigid axis of rotation for the rotational adjustment of the wing.

[0083] The wing may have a passage along its longitudinal extent to accommodate the continuous supporting beam and to accommodate the integrated pivot bearing(s).

[0084] In this design, the bending load caused by the flow onto the wing - especially when using several pivot bearings distributed over the length of the wing section - is absorbed more evenly over a large length of the continuous supporting beam, thus reducing deflection of the supporting beam as much as possible, so that the stability of the supporting structure is increased and the flight characteristics of the flying unit are improved.

[0085] As a result, angular deviations in the area of ​​the pivot bearings are largely eliminated, so that simpler pivot bearings, such as ball bearings or plain bearings, can also be used in this design.

[0086] Advantageously, an angle of attack β of the wing(s) is adjustable in an angular range from 0° to 270°.

[0087] The rotational position of the wings can be at least partially adjustable, in particular with an angle of attack β that is enclosed between a defined structural plane E formed by the supporting structure of the flight unit and a central cross-sectional plane of the wing. The wings can be orientable with an angle of attack β in a range from 0° to 270°, so that their lift or steering function can be optimally adapted to the flow conditions, environmental conditions, etc. during flight operations in every flight phase and flight attitude of the flight unit.

[0088] By varying the angle of attack β, an optimal flow and lift performance of the wing(s) can be generated in any flight attitude and, for example, the lift function of the flight unit can be advantageously influenced according to the flow conditions.

[0089] If several wings are aligned with different angles of attack ß, the steering and attitude stabilization function of the flight unit can be improved.

[0090] The angle of attack β is determined as the larger of the angles formed between the plane of the wing structure E and the mean cross-sectional plane of the wing in the area of ​​the rear section of the wing, which normally points opposite to the direction of flight and has the tapered trailing edge.

[0091] If there are several adjustable blades, the respective angles of attack β of the blades can be varied independently of each other and the angles of attack ß of the blades can be controlled individually.

[0092] At an angle of attack β of 180°, the structural plane E and the mean cross-sectional plane of the wing are congruent.

[0093] This position of the wing(s) (not shown) can be used, for example, in a necessary braking situation (e.g. in the case of unfavorable updrafts or downdrafts) during the climb or descent phase of the flight unit.

[0094] At an angle of attack ß of 90°, the front section of the wing, with the rounded leading edge, is directed steeply upwards and the rear section of the wing, with the pointed trailing edge, is directed steeply downwards.

[0095] This position of the wing(s) can, for example, be used primarily during the climb or descent phase of the flight unit, for example to support the lift or downforce of the flight unit generated by the propellers during the climb or descent phase and to stabilize the flight attitude of the flight unit during the climb or descent phase in the event of, for example, unfavorable crosswinds.

[0096] At an angle of attack ß of 270° (not shown), the front section of the wing, which has the rounded leading edge, is directed steeply downwards and the rear section of the wing, which has the pointed trailing edge, is directed steeply upwards.

[0097] This position of individual wings with an angle ß of up to 270° can be used, for example, in the situation during the tilting phase or the tilting phase of the flight unit, on the one hand to support and, if necessary, accelerate the tilting or tilting of the flight unit and, on the other hand, to steer and stabilize the flight unit in this flight position inclined relative to the ground.

[0098] The position of the wing(s) with an angle ß in a range of approximately 70° to approximately 110° essentially corresponds to the situation during straight or forward flight of the flight unit in order to generate optimal airflow and corresponding lift performance of the wing(s) for forward flight and to be able to adjust the flight unit to its desired flight attitude and cruising altitude.

[0099] In certain situations, such as a necessary braking situation or evasive situation of the flight unit during straight or forward flight, the adjustment of one or more wings with an angle of attack ß of 0° to 180° can be carried out (not shown) in order to position the wing against the prevailing flow direction.

[0100] The angle of attack β can further be varied depending on an adjustable angle of inclination α of the flight unit relative to the ground or relative to a line of gravity S of the flight unit; or the wing position at an angle of attack β and the setting of the rotors / propellers of the drive units influence the inclination of the flight unit and thus the angle of inclination α.

[0101] The gravity line S runs along the direction of the gravitational force acting on the flying unit, i.e., always perpendicular to the Earth's surface (ground). The gravitational force is the force acting on the flying unit caused by the Earth's gravitational field.

[0102] The angle of inclination α of the flight unit is the smaller of the angles formed between the plane of the structure E and the always vertical line of gravity S of the flight unit, so that the angle of inclination α always results between the line of gravity S of the flight unit and the leading edge of the flight unit pointing in the direction of flight and tiltable towards the ground.

[0103] The relationships between the angles α and β are complex and are specifically determined and optimized for each configuration of the flight unit and for the specific use on an aircraft, preferably from mathematical models.

[0104] Due to the different airflow and position of the wings during the different flight phases / inclination of the flight unit, a force can be generated that can be used either to change the inclination of the flight unit and / or to increase / decrease the lift.

[0105] For example, when the flight unit is tilted at an angle of inclination α in a range of > 0° and < 90°, as is provided for in the tilting or tilting phase, a decreasing lift of the wings, for example during the tilting of the flight unit from the forward flight phase, can be compensated for by appropriately adjusting the angle of attack β of the wing(s).

[0106] The optimal angle ratios behave transiently over time and can be adjusted accordingly.

[0107] Preferred setting ranges for the different flight phases can be approximately: Vertical takeoff: α = 90°, β = 60°-120° Pitch-up: α = 90-45°, β = 180-90° Cruise / forward flight: α = 45°-0°, β = 45-135° Pitch-down: α = 90-45°, β = 180-90° Vertical landing: α = 90°, β = 60°-120°

[0108] To tilt the flight unit, preferably one or more front / lower wings in the direction of flight are positioned at a different angle of attack β relative to one or more rear / upper wings in the direction of flight. The difference between the different forces creates a torque around the transverse axis (transverse to the central axis M) of the flight unit, resulting in a tilting / tilting movement.

[0109] The angle difference of the angle of attack β of the wings is preferably: delta β = β Flügel vorn − β Flügel hinten = 0 − 45 °

[0110] With such designs and adjustment options of the wing(s), not only can the lift performance of the flight unit be improved and thus the drive power of the drive units reduced and the efficiency of the flight unit increased, but above all the flight stability of the flight unit can also be improved.

[0111] To carry out the above-described operating modes of the flight unit with the wing(s), a control system provided for the flight unit can be configured and designed, for example, to output a control signal for switching and power control of the drive units. Furthermore, the control system can be configured and designed to output a control signal for adjusting the angle of inclination α of the flight unit and the angle of attack ß of the wings. The coupling device can accordingly be designed as a controllable coupling device. Furthermore, the control unit of the flight unit can additionally be designed to output a control signal for controlling a controllable coupling device for coupling or uncoupling the flight unit to a transport unit of an aircraft.

[0112] Furthermore, in order to improve the flight characteristics of the flight unit, it is provided that at least a number of drive units have at least one turbine propeller (so-called impeller).

[0113] The turbine propellers have propellers arranged in predominantly cylindrical flow tubes and, due to their higher specific lift or thrust, typically have a smaller diameter than conventional propellers with the same drive power.

[0114] This allows the flight unit to be designed with a more favorable size and mass ratio between the propulsion units and the wings in favor of wings with larger airfoils, which, in addition to more efficient, energy-saving operation of the flight unit, also further improves the aerodynamics of the flight unit.

[0115] Advantageous embodiments and further developments of the invention will also become apparent from the accompanying drawings.

[0116] The accompanying drawings show a schematic representation in Fig. 1a Top view of a flight unit according to the invention in a first embodiment with four wings and 14 propeller drive units, Fig. 1b Top view of a flight unit according to the invention in a second embodiment with four wings and 14 propeller drive units, Fig. 1c Top view of a flight unit according to the invention in a third embodiment with six wings and 18 propeller drive units, Fig. 1d Top view of a flight unit according to the invention in a fourth embodiment with four wings and 14 drive units, each with two turbine propellers, Fig. 2a Isometric representation of the flight unit according to Fig. 1a in a climb phase (lifting), Fig. 2bIsometric representation of the flight unit after Fig. 1a in a tilting or tilting phase, Fig. 2cIsometric representation of the flight unit after Fig. 1a in a forward flight phase, Fig. 3aSide view of the flight unit after Fig. 2a , Fig. 3bSide view of the flight unit after Fig. 2b , Fig. 3cSide view of the flight unit after Fig. 2c , Fig. 4aIsometric representation of an aircraft with the flight unit according to Fig. 1b and a transport unit during the takeoff process of the aircraft in a climb phase of the flight unit (lifting), Fig. 4bIsometric representation of the aircraft after Fig. 4a in a tilting phase of the flight unit, Fig. 4cIsometric representation of the aircraft after Fig. 4a during cruise operation of the aircraft in a forward flight phase of the flight unit, Fig. 5aSide view of the aircraft after Fig. 4a , Fig. 5bSide view of the aircraft after Fig. 4b , Fig. 5cSide view of the aircraft after Fig. 4c , Fig. 6a,b,cIsometric representation of the aircraft after Fig. 1c in a climbing phase (lifting), in a tilting / tilting phase and in a forward flight phase, Fig. 7a,b,cSide view of the flight unit after Fig. 6a,b,c , Fig. 8a,b,cIsometric representation of the flight unit after Fig. 1d in a climbing phase (lifting), in a tilting / tilting phase and in a forward flight phase, Fig. 9a,b,cSide view of the flight unit after Fig. 8a,b,c Fig. 10Aisometric detailed view of a supporting beam with a wing and with pivot bearings formed on both sides of the supporting beam section, Fig. 10bTop view of the detailed view according to Fig. 10a , Fig. 11 aisometric detailed view of a supporting beam with a wing and with pivot bearings on both sides of the wing, Fig. 11b top view of the detailed view according to Fig. 11a , Fig. 12aisometric detailed view of a wing with three integrated pivot bearings, Fig. 12bTop view of the detailed view according to Fig. 12a .

[0117] In the examples explained below, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced.

[0118] In this regard, directional terminology such as "top," "bottom," "front," "back," "forward," "rear," etc., is used with reference to the orientation of the described figures. Since components of embodiments can be positioned in a number of different orientations, the directional terminology is for illustrative purposes and is in no way limiting.

[0119] It is to be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present invention.

[0120] It is also 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 taken in a limiting sense, and the scope of the present invention is defined by the appended claims.

[0121] In the figures, identical or similar elements are provided with identical reference numerals where appropriate.

[0122] The Fig. 1a shows a flight unit according to the invention in a first embodiment with a central unit, twelve longitudinally extending supporting beams, each extending between two nodes of the supporting structure and connected to one another forming the supporting structure, and fourteen drive units.

[0123] The nodes of the structural system are, on the one hand, the nodes of the interconnected structural beams and, on the other hand, the nodes at which the structural beams are connected to the central unit.

[0124] The drive units are arranged at the nodes of the interconnected structural beams and / or in a longitudinal section of some structural beams and each have a propeller.

[0125] The twelve supporting beams form the supporting structure of the flight unit, with some - in the exemplary embodiment six - external supporting beams forming the outer, polygon-shaped boundary of the supporting structure and some - in the exemplary embodiment six - internal supporting beams forming the inner, star-shaped supporting structure.

[0126] In the star-shaped design of the internal supporting structure, the geometrically conceived extensions of the internal supporting beams radiate together from the central axis M of the flight unit or from the overlapping central axis of the central unit.

[0127] Four of the twelve supporting structure beams each have a wing according to the invention with a wing shape, which is each formed longitudinally in the direction of the respective longitudinally extended supporting structure beam, wherein two of the wings are arranged longitudinally on an outer supporting structure beam and the two other wings are arranged longitudinally on an inner supporting structure beam.

[0128] Each wing is arranged or designed to be rotatable relative to the supporting beam in a specific length section of the respective supporting beam (wing section).

[0129] In addition to the wing section, each structural beam has two further longitudinal sections (beam sections) that border the wing section on both sides and hold the wing along the structural beam and within the structural structure.

[0130] The wings are arranged on different supporting beams within the supporting structure in such a way that the pair of wings of the outer supporting beams and the pair of wings of the inner supporting beams are symmetrically opposite each other when viewed from the central axis M of the flight unit.

[0131] In the intended flight direction of the flight unit in a forward flight phase (represented as an arrow labeled "flight direction"), the flight unit can be aligned such that all wings are arranged in their longitudinal extent substantially transverse to the flight direction, with the wings of the pair of wings of the outer structural beams being positioned one behind the other and the wings of the pair of wings of the inner structural beams being positioned next to each other, as seen in the flight direction.

[0132] The Fig. 1b shows a flight unit according to the invention in a second embodiment with a central unit, twelve longitudinally extending supporting beams, each extending between two nodes of the supporting structure and connected to one another forming the supporting structure, and fourteen drive units.

[0133] The nodes of the structural system are, on the one hand, the nodes of the interconnected structural beams and, on the other hand, the nodes formed by the connection of the structural beams to the central unit.

[0134] The drive units are arranged near the nodes of the interconnected structural beams and / or in a longitudinal section of some structural beams and each have a propeller.

[0135] The twelve supporting beams form the supporting structure of the flight unit, with some - in the exemplary embodiment six - external supporting beams forming the outer, polygon-shaped boundary of the supporting structure and some - in the exemplary embodiment six - internal supporting beams forming the inner, radially shaped supporting structure.

[0136] In the radial design of the internal supporting structure, the geometrically imaginary extensions of three internal supporting beams each originate from an imaginary point on the central unit located outside the central axis M of the flight unit (not shown). The two imaginary points of the central unit are arranged symmetrically opposite each other on a line passing through the central axis M of the flight unit.

[0137] Four inner supporting beams of the inner supporting structure, namely the longer, symmetrically oppositely arranged supporting beams of the radial supporting structure, each have a longitudinally extended and arranged wing according to the invention.

[0138] Each wing is in turn arranged or designed to be rotatable relative to the supporting beam in a specific length section of the respective supporting beam (wing section).

[0139] In addition to the wing section, each structural beam has two further longitudinal sections (beam sections) that border the wing section on both sides and hold the wing along the structural beam and within the structural structure.

[0140] In the intended flight direction of the flight unit in a forward flight phase (represented as an arrow labeled "flight direction"), the flight unit can be aligned such that all wings are arranged in their longitudinal extent substantially approximately transverse to the flight direction, with the wings being positioned in pairs one behind the other and in pairs next to each other when viewed in the flight direction.

[0141] The Fig. 1c shows a flight unit according to the invention in a third embodiment with a central unit, 16 interconnected, elongated supporting beams and 18 drive units.

[0142] The nodes of the supporting structure are formed by the interconnected supporting beams and by the supporting beams connected to the central unit.

[0143] The drive units are arranged at the nodes of the interconnected structural beams and / or in a longitudinal section of some structural beams and each have a propeller.

[0144] The 16 supporting beams form the supporting structure of the flight unit, with some - eight in the exemplary embodiment - external supporting beams forming the outer, polygon-shaped boundary of the supporting structure and some - eight in the exemplary embodiment - internal supporting beams forming the inner, combined star- and radial-shaped supporting structure.

[0145] In the combined star- and radial-shaped design of the internal supporting structure, the geometrically imaginary extensions of four of the internal supporting beams radiate radially from the central axis M of the flight unit, and the geometrically imaginary extensions of the four additional internal supporting beams radiate in pairs from an imaginary point on the central unit located outside the central axis M of the flight unit (not shown). The two imaginary points outside the central axis M of the flight unit are arranged symmetrically opposite one another on a line passing through the central axis M of the flight unit.

[0146] Six supporting beams each have a wing according to the invention, each of which is longitudinally extended in the direction of the respective longitudinally extended supporting beam. Two of the wings are arranged longitudinally on an outer supporting beam, and the four further wings are arranged longitudinally on an inner supporting beam of the radially designed supporting structure. Alternatively, the four further wings can also be arranged on an inner supporting beam of the star-shaped supporting structure.

[0147] The wings are arranged in such a way that the pair of wings of the outer structural beams and the two pairs of wings of the inner structural beams are symmetrically opposite each other when viewed from the central axis M of the flight unit.

[0148] Each wing is in turn arranged or designed to be rotatable relative to the supporting beam in a specific length section of the respective supporting beam (wing section).

[0149] In addition to the wing section, each structural beam has two further longitudinal sections (beam sections) that border the wing section on both sides and hold the wing along the structural beam and within the structural structure.

[0150] In the intended flight direction of the flight unit in a forward flight phase (represented as an arrow labeled "flight direction"), the flight unit can be oriented such that the two wings of the outer structural beams are arranged in their longitudinal extent substantially transverse to the flight direction and the four wings of the inner structural beams are arranged in their longitudinal extent substantially approximately transverse to the flight direction.

[0151] In this direction of flight, the wings of the pair of wings of the outer structural beams can be positioned one behind the other and the wings of the inner structural beams can be positioned in pairs one behind the other and in pairs next to each other.

[0152] The Fig. 1d shows a flight unit according to the invention in a fourth embodiment with a central unit, twelve interconnected, elongated supporting beams and 28 drive units.

[0153] The nodes of the supporting structure are formed by the interconnected supporting beams and by the supporting beams connected to the central unit.

[0154] The drive units are arranged in pairs near the nodes of the interconnected structural beams and / or in pairs in a longitudinal section of some structural beams and each have a turbine propeller (so-called impeller), in which the propeller is arranged in a cylindrical flow tube.

[0155] The turbine propellers have a significantly smaller diameter than the diameter of the propellers of the propulsion units Fig. 1a bis 1c so that on the one hand a significantly larger number of drive units can be mounted on the supporting structure compared to the designs according to Fig. 1a bis 1c can be arranged and on the other hand the supporting structure and thus the overall size of the flight unit can be reduced.

[0156] The flight unit in Fig. 1d is to the flight unit according to the Figuren 1a , b , cThe enlargement means that the central unit is shown in the Fig. 1d , appears larger in comparison.

[0157] The central unit in the Fig. 1d However, it is the same size as the central unit according to Fig. 1a , b , c provided, whereas the extent of the supporting structure in the Fig. 1d smaller than the circumference of the supporting structure Fig. 1a , b , c is intended.

[0158] Alternatively, by using the smaller turbine propellers, a flight unit can be designed that can provide more space for the arrangement of wings (not shown).

[0159] The twelve supporting beams form the supporting structure of the flight unit, with some - in the exemplary embodiment six - external supporting beams forming the outer, polygon-shaped boundary of the supporting structure and some - in the exemplary embodiment six - internal supporting beams forming the inner, star-shaped supporting structure.

[0160] In the star-shaped design of the internal supporting structure, the geometrically conceived extensions of the internal supporting beams radiate together from the central axis M of the flight unit.

[0161] Four of the twelve supporting structure beams each have a wing according to the invention, which is each formed to be longitudinally extended in the direction of the respective longitudinally extended supporting structure beam, wherein two of the wings are arranged to be longitudinally extended on an outer supporting structure beam and the two other wings are arranged to be longitudinally extended on an inner supporting structure beam.

[0162] Each wing is in turn arranged or designed to be rotatable relative to the supporting beam in a specific length section of the respective supporting beam (wing section).

[0163] In addition to the wing section, each structural beam has two further longitudinal sections (beam sections) that border the wing section on both sides and hold the wing along the structural beam and within the structural structure.

[0164] The wings are arranged in such a way that the pair of wings of the outer structural beams and the pair of wings of the inner structural beams are symmetrically opposite each other when viewed from the central axis M of the flight unit.

[0165] In the intended flight direction of the flight unit in a forward flight phase (represented as an arrow labeled "flight direction"), the flight unit can be aligned such that all wings are arranged in their longitudinal extent substantially transverse to the flight direction, with the wings of the pair of wings of the outer structural beams being positioned one behind the other and the wings of the pair of wings of the inner structural beams being positioned next to each other, as seen in the flight direction.

[0166] The Figuren 2a bis 2c and 3a bis 3c show the flight unit to Fig. 1a in different flight phases.

[0167] In the various flight phases, the rotating wings are controlled individually or jointly with a variably adjustable angle of attack β, which is enclosed between a structural plane E formed by the structure of the flight unit and a mean cross-sectional plane of the wing, and are individually adjusted according to the requirements of the respective flight conditions.

[0168] The angle of attack β can further be adjusted depending on the angle of inclination α of the flight unit relative to the line of gravity S of the flight unit, or the wing positions at a certain angle of attack β and the setting of the propellers of the drive units influence the inclination of the flight unit and thus the angle of inclination α.

[0169] The Figuren 2a , 3a show the flight unit to Fig. 1a in a climbing phase (lifting).

[0170] In this flight phase, the flight unit is essentially in a horizontal flight attitude relative to the ground.

[0171] The angle of inclination α of the flight unit, which spans between the structural plane E and the vertical gravity line S of the flight unit, is approximately 90°.

[0172] In this flight phase, the rotating wings are set individually or together, preferably with an angle of attack ß of about 90°, as shown.

[0173] During a descent phase (not shown), analogous positions of the angle of inclination α of the flight unit and the angle of attack β of the wings are provided.

[0174] Alternatively, in a descent phase, the angle of attack ß can be set to approximately 270° (not shown).

[0175] The position of the wings facilitates lift in the climb phase (or also in the descent phase) and stabilizes the essentially horizontal flight attitude of the flight unit relative to the ground, e.g. against the influence of crosswinds.

[0176] In special situations, such as in the case of unfavourable updrafts or downdrafts during the climb phase or during the descent phase, the wings can be adjusted individually or jointly up to an angle of attack ß of approximately 270°, preferably up to an angle of attack ß of 180°, in order to enable the necessary braking of the flight unit (not shown).

[0177] The Figuren 2b , 3b show the flight unit to Fig. 1a in a tipping or tipping phase.

[0178] In this flight phase, the flight unit is essentially in an inclined flight attitude relative to the ground.

[0179] The inclination angle α of the flight unit is set in a range less than 90° and greater than 0°.

[0180] In this flight phase, the rotating wings are adjusted individually or jointly with an angle of attack ß preferably in a range of about 90° to about 180°.

[0181] The position of the wings in this area supports, on the one hand, the tilting or tipping of the flight unit and, on the other hand, stabilizes the flight unit in this flight attitude of the transition from the horizontally directed flight attitude to the almost vertically directed flight attitude of the flight unit and vice versa.

[0182] In the Fig. 3b For example, an angle of attack ß of all wings of about 155° is shown.

[0183] The Figuren 2c , 3c show the flight unit to Fig. 1a in a forward flight phase also called cruise flight phase.

[0184] In this flight phase, the flight unit is essentially in a flight attitude that is almost vertical relative to the ground.

[0185] The inclination angle α of the flight unit is approximately 0° or close to 0°.

[0186] In this flight phase, the rotating wings are preferably set with an angle of attack ß in a range of approximately 45° to approximately 135° in order to generate optimal airflow and corresponding lift performance of the wings for forward flight and to be able to adjust the flight unit to its desired flight attitude and cruising altitude.

[0187] In the Fig. 3c For example, an angle of attack ß of all wings of about 80° is shown.

[0188] In certain situations, such as when the flight unit needs to brake or evade during straight or forward flight, one or more wings can be adjusted with an angle of attack ß of 0° to 180° (not shown) in order to brake or divert the flight unit quickly.

[0189] The Figuren 4a bis 4c and 5a bis 5c show an aircraft with a flight unit according to Fig. 1b and a transport unit coupled to the flight unit in different flight phases.

[0190] The illustrated transport unit comprises a lockable transport capsule with an elongated shaft, wherein the shaft is connected to the central unit of the flight unit by means of an articulated coupling.

[0191] Objects or people can be transported in the lockable transport capsule of the transport unit shown.

[0192] During the various flight phases of the aircraft, the transport unit is oriented essentially perpendicular to the ground by means of the freely movable articulated coupling.

[0193] The longitudinal axis L of the rotationally symmetrical transport unit thus essentially coincides with the vertically acting gravity line S of the transport unit in the various flight phases of the aircraft.

[0194] Likewise, the vertically acting gravity line S of the flight unit essentially coincides with the vertically acting gravity line S of the transport unit attached to the flight unit, forming the common gravity line S of the aircraft.

[0195] A possible peculiarity of the orientation of the transport unit relative to the ground is discussed in Figur 4c , 5c pointed out.

[0196] Alternatively, however, any other transport units with other connection configurations can be coupled to the flight unit according to the invention.

[0197] In the different flight phases of the aircraft shown, the rotating wings of the flight unit are Fig. 1b controlled individually or jointly with a variably adjustable angle of attack β and individually adjusted according to the requirements of the respective flight conditions of the aircraft.

[0198] The angle of attack β can be further determined depending on the angle of inclination α of the flight unit according to Fig. 1b relative to the gravity line S of the flight unit or the aircraft, respectively, the wing positions at a certain angle of attack β and the setting of the propellers of the drive units influence the inclination of the flight unit to Fig. 1b and thus the angle of inclination α.

[0199] The operations and settings relating to the flight unit 1b in the various flight phases are identical to the operations and settings for the flight unit described above. Fig. 1a comparable in the different flight phases, so that in the following description of the flight unit, reference is made to the explanations of the Figuren 2a bis 2c and 3a bis 3c is referred to.

[0200] The Figuren 4a , 5a show the aircraft in a climb phase (lifting).

[0201] In this flight phase, the flight unit is essentially in a horizontal flight attitude relative to the ground, while the transport unit is oriented with its longitudinal axis L essentially perpendicular to the ground.

[0202] The angle of inclination α of the flight unit, which spans between the structural plane E and the vertical line of gravity S of the flight unit or aircraft, is approximately 90°.

[0203] Regarding the description of the flight unit in this flight phase, please refer to the explanations on the Figuren 2a , 3a referred to.

[0204] During a descent phase (not shown), analogous positions of the angle of inclination α of the flight unit and the angle of attack β of the wings are provided.

[0205] The Figuren 4b , 5b show the aircraft in a tilting or tipping phase.

[0206] In this flight phase, the flight unit is essentially in an inclined flight attitude relative to the ground, while the transport unit remains oriented with its longitudinal axis L essentially perpendicular to the ground even in this flight phase.

[0207] The inclination angle α of the flight unit is set in a range less than 90° and greater than 0°.

[0208] Regarding the description of the flight unit in this flight phase, please refer to the explanations on the Figuren 2b , 3b referred to.

[0209] The Figuren 4c , 5c show the aircraft in a forward flight phase or in the cruise flight phase.

[0210] In this flight phase, the flight unit is essentially in a flight attitude that is almost vertical to the ground, but without colliding with the transport unit, which is oriented with its longitudinal axis L essentially perpendicular or almost perpendicular to the ground in this flight phase.

[0211] This means that the shaft of the transport unit is designed so narrow and elongated that in this flight phase the flight unit, which is inclined downwards towards the ground, and in particular the wings of the flight unit, are not hindered by the body of the transport unit.

[0212] In addition, with the particularly desired higher flight speed of the aircraft in the cruise phase, as shown, a resulting slight inclination of the transport unit with its longitudinal axis L relative to its line of gravity S and thus relative to the ground can occur, which results from the vector of the vertically acting gravity of the transport unit and the wind force acting on the transport unit.

[0213] This physical effect also prevents a collision between the flight unit and the transport unit.

[0214] The inclination angle α of the flight unit is approximately 1.5° in this embodiment.

[0215] Regarding the description of the flight unit in this flight phase, please refer to the explanations on the Figuren 2c , 3c referred to.

[0216] The Figuren 6a bis 6c and 7a bis 7c show the flight unit to Fig. 1c in different flight phases.

[0217] In the different flight phases of this flight unit to Fig. 1c The rotating wings are also controlled individually or jointly with a variably adjustable angle of attack β and are individually adjusted according to the requirements of the respective flight conditions.

[0218] The angle of attack β can be further determined depending on the angle of inclination α of the flight unit according to Fig. 1c relative to the gravity line S of the flight unit, or the wing positions at a certain angle of attack β and the setting of the propellers of the drive units influence the inclination of the flight unit towards Fig. 1c and thus the angle of inclination α.

[0219] The Figuren 6a , 7a show the flight unit to Fig. 1c in a climbing phase (lifting).

[0220] The Figuren 6b , 7bshow the flight unit to Fig. 1c in a tipping or tipping phase.

[0221] The Figuren 6c , 7c show the flight unit to Fig. 1c in a forward flight phase.

[0222] The operations and settings relating to the flight unit 1c in the various flight phases are identical to the operations and settings for the flight unit described above. Fig. 1a comparable in the different flight phases, so that with regard to the description of the flight unit, reference is made to the explanations of the Figuren 2a bis 2c and 3a bis 3c is referred to.

[0223] The Figuren 8a bis 8c and 9a bis 9c show the flight unit to Fig. 1d in different flight phases.

[0224] In the different flight phases of this flight unit to Fig. 1d The rotating wings are also controlled individually or jointly with a variably adjustable angle of attack β and are individually adjusted according to the requirements of the respective flight conditions, even if the influence of the wings on the lift performance and steering of the flight unit is lower here due to the lower flow of the turbine propellers onto the wings.

[0225] The angle of attack β can still be adjusted depending on the angle of inclination α of the flight unit Fig. 1d relative to the gravity line S of the flight unit. Respectively, the wing positions at a certain angle of attack β and the setting of the turbine propellers of the propulsion units still influence the inclination of the flight unit towards Fig. 1d and thus the angle of inclination α.

[0226] The Figuren 8a , 9a show the flight unit to Fig. 1d in a climbing phase (lifting).

[0227] The Figuren 8b , 9b show the flight unit to Fig. 1d in a tipping or tipping phase.

[0228] The Figuren 8c , 9c show the flight unit to Fig. 1d in a forward flight phase.

[0229] The operations and settings relating to the flight unit 1d in the various flight phases are identical to the operations and settings for the flight unit described above. Fig. 1a comparable in the different flight phases, so that with regard to the description of the flight unit, reference is made to the explanations of the Figuren 2a bis 2c and 3a bis 3c is referred to.

[0230] The Figuren 10a, b show a section of a supporting beam with a wing attached to it in detail.

[0231] The structural beam extends between two nodes of the structural system and has a wing section and two beam sections enclosing the wing section on both sides.

[0232] The wing section and the two beam sections together assume the load-bearing function of the relevant structural beam within the structural structure.

[0233] In the wing section, the supporting beam is designed as a wing according to the invention with an airfoil shape (wing). The cross-section of the wing is thus significantly larger than the cross-section of the corresponding supporting beam, which contains the wing.

[0234] The designed wing has a rounded leading edge on the front side in the direction of flow for the airflow to the wing and a tapered trailing edge on the rear side in the direction of flow for the airflow to flow away from the wing.

[0235] The wing section is firmly connected to the support sections on both sides.

[0236] The beam sections on both sides are divided into a longer, rotating part of the beam section, which is directly connected to the wing section and is firmly connected to it, and a shorter, fixed part of the beam section, which is firmly connected to the respective node point of the supporting beam in a slightly curved shape.

[0237] The rotating part and the fixed part of the respective support section are connected to each other by means of a pivot bearing.

[0238] Thus, the wing formed in the wing section of the supporting beam, together with the directly attached rotating parts of the support section, can be pivoted about the longitudinal axis of the supporting beam by means of the two pivot bearings relative to the fixed support sections of the supporting beam, whereby the rotating parts of the support section act as two rotating shafts supporting and guiding the wing.

[0239] The bending load caused by the flow against the wing causes a slight angular change in the rotating parts of the support sections connected to the wing compared to the fixed parts of the respective support section, which can be easily compensated for, for example, by using barrel roller bearings that allow a certain angular position of the bearing elements to one another.

[0240] The Figuren 11a, 11b show a section of a supporting beam in an alternative design with a wing formed on it in detail.

[0241] The supporting beam extends analogously to the design according to Fig. 10a, b between two nodes of the supporting structure and has a wing section and two support sections enclosing the wing section on both sides.

[0242] The wing section and the two beam sections together assume the load-bearing function of the relevant structural beam within the structural structure.

[0243] The wing in the wing section is designed with an airfoil shape (wing) analogous to the wing according to Fig. 10a, b trained.

[0244] The wing section or the wing formed thereon is connected to the fixed support sections of the supporting beam on both sides by means of two pivot bearings.

[0245] The pivot bearings can be arranged flush with the sash on both sides of the sash or can be partially or completely integrated into the sash.

[0246] Thus, according to this embodiment, the wing formed in the wing section of the supporting beam can be pivoted about the longitudinal axis of the fixed support sections of the supporting beam by means of the two pivot bearings.

[0247] The bending load acting on the fixed support sections as a result of the flow against the wing causes a slight angular change of the respective fixed support section relative to the wing, which can also be easily compensated for by, for example, using barrel roller bearings that allow a certain angular position of the bearing elements relative to each other.

[0248] This design generates a higher bending load on the fixed beam sections compared to the design according to Fig. 10a, b However, it provides a more stable wing mount in all flight positions of the flight unit. Furthermore, this design offers a simpler design for adjusting the wing relative to the supporting beam and allows for more convenient interchangeability of the wings for adaptation to mission-specific wing profiles.

[0249] The Figuren 12a, 12b show a section of a supporting beam in another alternative design with a wing attached to it in detail.

[0250] The supporting beam extends analogously to the design according to Fig. 10a, b and 11a, b between two nodes of the supporting structure and has a wing section and two support sections enclosing the wing section on both sides.

[0251] In this embodiment, the supporting beam has a beam cross-section of the same size throughout both in the wing section and in the two support sections, so that it is designed like any other supporting beam of the supporting structure and assumes the same supporting function within the supporting structure.

[0252] The wing in the wing section is designed with an airfoil shape (wing) analogous to the wing according to Fig. 10a, b , 11a, b formed, wherein the wing according to this embodiment hollowly encloses the supporting structure beam in the region of the wing section on which the wing is arranged.

[0253] The wing is connected to the wing section of the supporting beam by means of three pivot bearings arranged in the wing section.

[0254] Thus, according to this embodiment, the wing formed in the wing section of the supporting structure beam can be pivoted about its longitudinal axis relative to the entire fixed supporting structure beam by means of the three pivot bearings, wherein the supporting structure beam acts as a pivot axis supporting and bearing the rotatable wing.

[0255] In this embodiment, the bending load acting on the supporting beams as a result of the flow towards the wing is distributed as evenly as possible over the uniformly formed supporting beams throughout, so that only a slight deflection of the supporting beam is to be expected and the distributed pivot bearings experience essentially no angular changes.

[0256] The design further improves the stability of the supporting structure and the flight characteristics and also allows the use of structurally simpler pivot bearings, such as ball bearings or plain bearings. List of reference symbols

[0257] 1Flight unit a, b, c, d 2Central unit 3Support beam 4Node of the support structure 5Propulsion unit 6Wing 7Length section of the support beam, wing section 8Length section of the support beam, girder section 9Propeller 10Turbine propeller 11Aircraft 12Transport unit 13Leading edge of the wing 14Trailing edge of the wing 15Part of the girder section a-fixed, b-rotatable 16Pivot bearing MCenter axis of the flight unit EPlane of the supporting structure SSign line LLongitudinal axis of the transport unit αInclination angle βAngle of attack

Claims

1. Flight unit (1a,1b,1c,1d) for a vertical take-off and landing aircraft with several drive units (5,9,10) arranged on a wing assembly, where the wing assembly has, interconnected at node points (4), longitudinally extended wing assembly struts (3) of which a defined number each has at least one aerofoil-shaped wing (6) that is arranged or designed to be rotatable in a longitudinal section (7,8) of a longitudinally extended wing assembly strut between two node points, where the flight unit is designed to be connectable to a transport unit (12) of the aircraft.

2. Flight unit in accordance with Claim 1, characterised in that the wing is arranged or designed to be rotatable around a longitudinal axis of the wing assembly strut.

3. Flight unit in accordance with Claim 1 or 2, characterised in that the wing is arranged or designed to enclose the wing section (7) of the wing assembly strut.

4. Flight unit in accordance with one of the preceding claims, characterised in that the wing is arranged or designed to be rotatable relative to a support section (8) of the wing assembly strut.

5. Flight unit in accordance with one of the preceding claims, characterised in that a support section is arranged or designed to be rotatable relative to another support section of the same wing assembly strut and / or relative to a node point of the wing assembly associated with the wing assembly strut.

6. Flight unit in accordance with one of the preceding claims, characterised in that the wing is arranged or designed to be rotatable relative to the wing section (7).

7. Flight unit in accordance with one of the preceding claims, characterised in that an angle of incidence β of the wing(s) is designed to be adjustable across an angle range of 0° to 270°.

8. Flight unit in accordance with one of the preceding claims, characterised in that the adjustment of the wings is designed to be controllable individually and / or in groups.

9. Flight unit in accordance with one of the preceding claims, characterised in that at least a number of drive units have at least one turbine propeller - impeller - (10).