Vtol aircraft

Abstract

The invention relates to a VTOL aircraft which has (a) a cruising flight system having at least one airfoil, said airfoil being designed to generate dynamic lift during a cruising flight, and (b) a hovering flight system having at least one lift element and at least one stabilizing element, wherein (i) the lift element is designed to provide a lift force for a hovering flight, and (ii) the stabilizing element is designed to provide at least one stabilizing force, using a respective lever, with respect to a longitudinal axis, a transverse axis, and / or a vertical axis of the VTOL aircraft during the hovering flight and during a transition from the hovering flight to the cruising flight and during a transition from the cruising flight to the hovering flight.

Description

[0001] VTOL aircraft

[0002] Technical area

[0003] The present invention relates to a VTOL aircraft, i.e. a vertical take-off and landing aircraft (the English acronym VTOL stands for Vertical Take-Off and Landing), or in other words, an aircraft suitable for vertical take-off and landing.

[0004] A VTOL aircraft of this type is equipped with a single wing for primarily horizontal cruising flight and uses hovering primarily for vertical takeoff and landing. Horizontal takeoff and landing are, of course, also possible. The VTOL aircraft of this invention can be manned or unmanned.

[0005] State of the art

[0006] Winged-wing aircraft allow for efficient horizontal cruising flight because they utilize the dynamic lift provided by the wing profiles. However, these aircraft require a lot of space for takeoff and landing, as well as a certain air corridor for approach and departure.

[0007] Gyrocopters, especially helicopters or multicopters, on the other hand, are extremely precise and flexible in takeoff and landing, but require comparatively high energy for cruise flight. As a result, gyrocopters cannot achieve long ranges or high speeds.

[0008] Numerous concepts exist for combining vertical takeoff and landing capabilities with the advantages of fixed-wing aircraft. Such combination systems are more complex and therefore have inherent disadvantages compared to fixed-wing aircraft.

[0009] The state of the art includes very different concepts.

[0010] Swing-wing aircraft, for example, tilt the wing with the engines by about 90 degrees.

[0011] Tilt drives only tilt the individual motors attached to the aircraft (wing / fuselage / tail) by approximately 90 degrees. Other systems work with outriggers on the side of the fuselage and / or the wings, for example, to combine four lift points similar to a quadcopter with a fixed-wing aircraft.

[0012] However, such free-standing booms and / or propellers during cruise flight cause considerable air resistance and the unfavourable distribution of mass far away from the centre of gravity results in an undesirable mass inertia of the entire system, whereby the booms can also be susceptible to vibrations or oscillations.

[0013] Furthermore, the requirements for thrust drive units for developing high thrust for hovering and for developing high cruise speeds are significantly different. Tilt actuators designed to perform optimally in both hovering and cruising flight often require an adjustment mechanism (e.g., variable pitch, variable thrust nozzle cross-section, etc.), which in turn increases complexity, maintenance costs, and the risk of failure.

[0014] Object of the invention

[0015] Fixed-wing aircraft with the ability to take off and land vertically must therefore be optimized to ensure that as little additional mass as possible is generated, the mass distribution of the overall system is not unfavorable, air resistance during cruise flight is low, the system or mechanics are simple and fail-safe or redundant, stable hovering / maneuvering is possible, sufficient space is available and sufficient load capacity for the payload is given.

[0016] Therefore, it is an object of the invention to provide an improved VTOL aircraft. The solution to this problem is defined by the features of claim 1.

[0017] Description of the invention

[0018] The present invention relates to a VTOL aircraft, which comprises (a) a cruise system comprising at least one wing, wherein the wing is designed to generate dynamic lift during cruise flight, (b) a hover system comprising at least one lift element and at least one stabilizing element, wherein (i) the lift element is designed to provide a lift force for hover flight and (ii) the stabilizing element is designed to provide at least one stabilizing force with a respective lever with respect to a longitudinal axis, a transverse axis and / or a vertical axis of the VTOL aircraft during hover flight and during a transition from hover to cruise flight and a transition from cruise flight to hover flight.

[0019] In particular, the buoyancy element and the stabilization element are separate elements. This means that the buoyancy element and the stabilization element are actually two distinct elements.

[0020] In particular, the buoyancy element is not designed for stabilization and the stabilization element is not designed for buoyancy.

[0021] In particular, the lift element is designed only to provide the lift force for hovering and the stabilization element is designed only to provide the stabilization force.

[0022] In particular, the phrase "with respect to a longitudinal axis, a transverse axis and / or a vertical axis" is to be understood as "with respect to at least one axis from a group comprising a longitudinal axis, a transverse axis and a vertical axis".

[0023] In particular, the VTOL aircraft may have a computer that controls or regulates the cruise flight system and / or the hover flight system.

[0024] In particular, the lift element or one of the lift elements can be designed to be bendable, pivotable or deflectable in such a way that it is designed to provide a thrust force for cruising flight.

[0025] In particular, the cruise flight system further comprises at least one propulsion element, in particular one specifically provided for this purpose, which is designed to provide thrust for cruise flight. In an embodiment without such a propulsion element, unpowered gliding is possible instead of cruise flight.

[0026] In particular, the longitudinal axis, lateral axis and vertical axis pass through the center of mass of the VTOL aircraft.

[0027] In particular, the at least one stabilizing element is arranged in a plane spanned by the longitudinal axis and the vertical axis.

[0028] In particular, the at least one stabilizing element is pivotable and arranged such that a pivot axis of the stabilizing element is arranged in a plane spanned by the longitudinal axis and the vertical axis. A further pivot axis can be designed parallel to the transverse axis.

[0029] In particular, the at least one stabilizing element is located above the wing in an extended state, in particular in such a way that no lift force can be generated by the stabilizing element, but only rolling moments and / or pitching moments.

[0030] In some embodiments, the buoyancy element is designed such that a vector of the buoyancy force is pivotable about the longitudinal axis, the transverse axis, and / or an axis parallel to the transverse axis.

[0031] In particular, the hover system may comprise a lift element arranged in a fuselage of the VTOL aircraft, which lift element is designed to provide a lift force and is arranged such that the lift force acts on a center of mass of the VTOL aircraft.

[0032] In some embodiments, however, the hover system comprises two lift elements arranged in a fuselage of the VTOL aircraft, each of which is designed to provide a lift force and is arranged such that one of the two lift forces acts in front of and the other behind a center of mass of the VTOL aircraft with respect to the longitudinal axis.

[0033] In further embodiments, the hover system comprises at least two lift elements arranged in a fuselage of the VTOL aircraft, each of which is designed to provide a lift force. This is preferably combined with at least two lift elements arranged laterally on the fuselage of the VTOL aircraft.

[0034] In another preferred embodiment, the hover system comprises 4 - 20, in particular 4 - 16, especially 4 - 12, lift elements arranged in a fuselage of the VTOL aircraft.

[0035] In a particularly preferred embodiment, the hover system comprises exactly 4 or 12 lift elements arranged in a fuselage of the VTOL aircraft.

[0036] In particular, the 4 - 20 lift elements arranged in a fuselage of the VTOL aircraft are arranged such that at least two lift elements are arranged in front of and at least two behind a center of mass of the VTOL aircraft with respect to the longitudinal axis.

[0037] In particular, the 4-20 lift elements arranged in a fuselage of the VTOL aircraft are arranged such that 50% of the lift elements are located in front of and 50% behind a center of mass of the VTOL aircraft.

[0038] The at least two lift elements arranged in the fuselage of the VTOL aircraft and / or the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft are arranged in particular such that at least one lift force acts in front of and at least one behind a center of mass of the VTOL aircraft with respect to the longitudinal axis.

[0039] This proves to be practical for reasons of redundancy, among others. In the event of technical malfunctions and / or bird strikes, for example, trouble-free operation or at least safe emergency operation can be ensured.

[0040] In particular, the lift elements are arranged in compartments within the fuselage that can be opened and closed by flaps and / or other coverings. For cruise flight, where lift is generated by the fixed-wing airfoil, the flaps are closed, giving the fuselage an aerodynamically favorable surface. For hovering, the flaps remain open.

[0041] In particular, the flaps can also be used to deflect the air jets generated by the lift elements.

[0042] In some embodiments, the two lift elements or respective deflection elements of the lift elements, in particular those specifically provided for this purpose, can be pivoted such that the two lift forces generate a yaw moment acting on the VTOL aircraft. In particular, this is achieved by opposing pivoting of the lift elements / deflection elements relative to the longitudinal axis.

[0043] In particular, forces along the longitudinal axis and / or the transverse axis can be achieved by the deflecting flaps, the pivoting of the lift elements and / or the pivoting of the deflecting elements.

[0044] In some embodiments, the two lift elements can be controlled in such a way that a pitching moment can be provided by means of a thrust difference. In particular, the two lift elements can also be designed to be pivotable about an axis parallel to the transverse axis in such a way that a pitching moment can be provided by means of a thrust direction difference.

[0045] In some embodiments, the at least one stabilizing element, in particular the at least one lifting element, is designed to be stowed in a fuselage of the VTOL aircraft and extendable from the fuselage.

[0046] In particular, the compartment into which the stabilizing element is located can be designed to be closable by flaps, giving the fuselage an aerodynamically optimized surface. The flaps can remain open while the stabilizing element is in use.

[0047] In some embodiments, the hover system comprises a lever device which is pivotally mounted within the fuselage at a first end and at whose second end the at least one stabilizing element is arranged.

[0048] In particular, the lever device is designed as a rod or frame.

[0049] In a further preferred embodiment, the lever device is foldable.

[0050] In particular, the lever device has at least one joint. Preferably, the joint is arranged halfway along the length of the lever device when the lever device is unfolded.

[0051] This has the advantage of providing a longer lever arm, allowing for a greater roll and / or pitch moment.

[0052] In some embodiments, the hover system comprises an extension device which is fastened with a first end within the fuselage and whose second end, at which the at least one stabilizing element is arranged, is designed to extend telescopically out of the fuselage.

[0053] In particular, the lever device or the extension device (as well as the

[0054] Stabilizing element) is retractable and extendable in said compartment in the fuselage. In some embodiments, the stabilizing element is pivotally mounted at the second end about at least one axis such that the stabilizing force generates at least one rolling moment acting on the VTOL aircraft.

[0055] In particular, the stabilizing element is pivotally mounted at the second end about an axis parallel to the longitudinal axis.

[0056] In some embodiments, the hover system is designed to pivot the lever device or the extension device.

[0057] In particular, a pivot axis of this pivoting capability is arranged within the fuselage and parallel to the transverse axis.

[0058] In particular, this pivoting ability can be used to stow and extend the lever device or extension device or to stabilize the hover.

[0059] In some embodiments, the hover system comprises at least two stabilizing elements arranged one behind the other with respect to the longitudinal axis.

[0060] In particular, these two stabilizing elements can be arranged on a single lever device or extension device or on respective separate lever devices or extension devices that can be stowed in separate compartments in the fuselage, in particular one stabilizing element in front of the center of mass and one behind the center of mass (with respect to the longitudinal axis), in particular one stabilizing element in front of a cockpit and one behind the cockpit (with respect to the longitudinal axis).

[0061] Overall, stabilization elements are provided that are easy to manufacture and flexible, and require few resources for production and low maintenance.

[0062] In some embodiments, the stabilizing element comprises a motorized propeller, folding propeller, rotor, ducted propeller, impeller and / or a turbine jet engine (e.g., jet engine with / without bypass, plug engine).

[0063] In particular, the lift element and / or the propulsion element is also designed as a motorized propeller, folding propeller, rotor, ducted propeller, impeller, or turbine jet engine (jet engine with / without bypass flow, propeller engine). In some embodiments, the stabilizing element and / or lift element is designed for cyclic and / or collective blade adjustment.

[0064] In particular, the cyclic and / or collective blade adjustment can generate moments on the transverse axis or the longitudinal axis without the stabilizing element being designed to be pivotable relative to the lever device or the extension device.

[0065] In some embodiments, the hover system is configured to control a rotational speed and a tilt angle (thus the thrust vector) of the stabilizing element.

[0066] In particular, the swivel angle of the stabilizing element can be controlled by at least one servo motor.

[0067] In particular, the aforementioned computer is designed for this control and is accordingly connected to the at least one stabilizing element.

[0068] In particular, the buoyancy element and / or the propulsion element can also be controlled / regulated by the computer.

[0069] In a preferred embodiment, the buoyancy elements and / or the propulsion element can be regulated / controlled by the computer in such a way that each individual buoyancy element and / or propulsion element can be controlled individually.

[0070] In particular, the lift elements and / or the propulsion element can be controlled by the computer in such a way that the lift elements and / or the propulsion element can be pivoted independently of one another about the transverse axis, about an axis parallel to the transverse axis, about the vertical axis, about an axis parallel to the vertical axis, about the longitudinal axis and / or about an axis parallel to the longitudinal axis.

[0071] This ensures flexible control of the individual lift elements and / or the propulsion element, so that the lift and / or propulsion forces can be adjusted as efficiently as possible.

[0072] In some embodiments, the stabilizing element is designed as a multicopter. The tilt angle of the multicopter can be controlled by at least one servo motor or by the thrust differential of the individual drives of the multicopter. Due to the aerodynamic—i.e., elongated and narrow—design of the fuselage, the individual drives of the multicopter can be arranged in two rows with two or more drives on each side of the longitudinal axis.

[0073] In particular, the multicopter can be connected to the lever device or the extension device via a joint, in particular with a hinge joint or a cardan joint.

[0074] Particularly preferably, the multicopter is pivotably connected to the lever device and / or the extension device at its center of gravity.

[0075] In particular, the hover system can comprise a lift element that simultaneously exhibits the properties of the stabilizing element, and a stabilizing element that simultaneously exhibits the properties of the lift element. This provides two similar elements, which are particularly designed as motorized propellers, folding propellers, rotors, ducted propellers, impellers, or turbine jet engines (jet engine propulsion with / without bypass flow, propeller propulsion), and which provide both lift and hover stabilization.

[0076] In particular, the buoyancy element, propulsion element and / or stabilization element are optionally an electric motor and / or an internal combustion engine.

[0077] In other words, the invention enables a modern aerodynamic design of the wings and the fuselage, in particular the choice of modern thin wing profiles without aerodynamically disturbing attachments such as booms with engines and propellers standing free in the air stream.

[0078] In particular, at least one thruster with thrust mainly parallel to the vertical axis (impeller, propeller, ducted fan, jet turbines, etc.) is installed in the longitudinal axis of the fuselage in front of and behind the center of gravity at a certain distance from the center of gravity.

[0079] In particular, the two aforementioned thrust devices can be pivoted parallel or counter-rotating with respect to the longitudinal axis. Likewise, the two aforementioned thrust devices can be designed to pivot parallel with respect to the transverse axis. Instead of or in combination with the aforementioned pivoting designs, the thrust of the aforementioned thrust devices can also be partially deflected sideways and / or forwards or backwards using flaps, slats, etc.

[0080] The two thrusters according to the above description enable translations along the vertical axis (vertical ascent and descent or hovering), the longitudinal axis (hovering forwards or backwards) and the transverse axis (hovering to one side or the other) as well as yaw around the vertical axis.

[0081] If the thrust of the aforementioned thrust devices is diverted to the control system by pivoting or using flaps, slats, etc., the aforementioned translational movements are possible without any pitching or rolling movement of the aircraft.

[0082] Without vector control of the thrust, i.e., with thrust always parallel to the vertical axis, translational movement along the longitudinal axis (hovering forward or backward) would be possible through pitching. Pitching is achieved through the thrust difference between the two aforementioned thrust devices. Likewise, without vector control of the thrust, i.e., with thrust always parallel to the vertical axis, translational movement along the transverse axis (hovering to one side or the other) would be possible through rolling. At least one stabilizing element, which may also be designed as a lift element, is used to control and stabilize the rolling movement.

[0083] To control the roll motion on at least one boom in the plane formed by the longitudinal and vertical axes, at least one thrust device is preferably provided with respect to the transverse axis (thrust to each side). The thrust parallel to the transverse axis (to one side or the other) at a specific distance from the center of gravity can be achieved by means of pivotable thrust device mountings parallel to the longitudinal axis, by deflecting the thrust, or by means of separate thrust devices for each side, or by means of variable positive or negative pitch.

[0084] Preferably, the aforementioned device for controlling the rolling movement (boom with separate thrust device) can be retracted or stowed in a pivoted manner in the fuselage for cruise flight and, if ailerons are present for controlling the rolling movement, by means of a pivoting movement into a receiving chamber or chambers.

[0085] For cruising flight (wing lift), either a separate thruster with longitudinal thrust or a pivoting of the thrusters required for hovering can be used. Alternatively, a separate elevator or rudder can be omitted by controlling the aforementioned thrust vector.

[0086] The fuselage, as streamlined as possible and voluminous compared to the wings, is ideal for housing the thrusters. The voluminous fuselage accommodates the necessary support structures and absorbs the thrust, lateral, and torsional forces of the thrusters.

[0087] For example, space for the cockpit, people and / or cargo is available near the center of gravity.

[0088] Preferably, the boom with thruster can be pivoted into a receiving chamber in the fuselage to control and monitor at least the roll axis during cruise flight and to reduce drag. The front and rear thrusters in the fuselage can be closed for cruise flight using flaps, provided a separate thruster provides the thrust for cruise flight.

[0089] Due to the airflow during cruise flight, lift is provided by the wings and control of the roll movement around the longitudinal axis is provided by the ailerons.

[0090] The boom with a separate thruster is preferably used solely to control and steer the roll motion. It can therefore be dimensioned much smaller than if the boom with thruster also had to provide lift for hovering. As a relatively small component, it can therefore be attached to a simple boom or rod in a pivoting or telescopic manner without any disadvantages.

[0091] The wings therefore do not need to accommodate separate thrusters and can be designed to be aerodynamically optimal and low-drag for cruise flight.

[0092] In a further preferred embodiment, the hover system comprises at least two lift elements arranged laterally on the fuselage of the VTOL aircraft, each of which is designed to provide a lift force.

[0093] This allows the roll axis to be additionally stabilized and / or controlled in the event of a roll movement. Furthermore, such a design proves practical for redundancy reasons. In the event of technical malfunctions and / or bird strikes, for example, trouble-free operation can be ensured.

[0094] In particular, the at least two buoyancy elements are arranged on opposite longitudinal sides of the fuselage.

[0095] The long sides of the hull are those sides that run parallel to the longitudinal axis.

[0096] In a particularly preferred embodiment, the at least two buoyancy elements are arranged along the transverse axis and / or along an axis parallel to the transverse axis.

[0097] In particular, the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft can be designed to be bendable, pivotable or deflectable in such a way that they are designed to provide thrust for cruise flight.

[0098] In some embodiments, the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft are arranged such that they can be pivoted in hovering flight and / or in cruising flight about the transverse axis, about an axis parallel to the transverse axis, about the vertical axis, about an axis parallel to the vertical axis, about the longitudinal axis and / or about an axis parallel to the longitudinal axis.

[0099] In particular, the at least two lift elements are mounted so as to be pivotable about an axis parallel to the longitudinal axis, in particular in such a way that translational sideways movements and / or yaw moments can be generated during hovering.

[0100] In a further particular embodiment, the at least two lift elements are mounted pivotably about an axis parallel to the transverse axis, in particular such that, in hovering flight, translational movements forward, translational movements backward, pitching moments and / or yaw moments can be generated.

[0101] Preferably, the at least two lift elements are each mounted so as to be continuously pivotable about an axis parallel to the transverse axis, in particular such that they can provide thrust for cruise flight. In another embodiment, the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft are each pivotable by at least 90 degrees, in particular by at least 180 degrees.

[0102] In particular, the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft can be pivoted by 360 degrees about the transverse axis and / or about an axis parallel to the transverse axis.

[0103] In a particular embodiment, the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft provide a lift force and / or a thrust force for cruise flight.

[0104] This ensures flexibility in the direction of flight, as either a hover, i.e. a vertical movement, a cruise, i.e. a horizontal movement, or a combination of these is possible.

[0105] It also makes it possible to generate yaw, pitch and / or roll moments during hover and / or cruise flight.

[0106] In particular, the at least two lift elements, in particular all lift elements, are arranged such that they are spaced from the longitudinal axis by a maximum of 50%, in particular a maximum of 30%, particularly preferably a maximum of 20%, of the total length of half the span of the wing.

[0107] This achieves a favorable distribution of masses close to the fuselage or the center of gravity, which leads to less inertia of the overall system.

[0108] Half a wing span is the distance between a point on the longitudinal axis and a wingtip, perpendicular to the longitudinal axis. A wingtip is the end of a wing.

[0109] In a further preferred embodiment, the hover system comprises two lift elements arranged in the fuselage of the VTOL aircraft and at least two lift elements arranged laterally on the fuselage of the VTOL aircraft. In particular, the hover system comprises at least two lift elements arranged in the fuselage of the VTOL aircraft and at least two lift elements arranged laterally on the fuselage of the VTOL aircraft.

[0110] In particular, there are no lift elements arranged on and / or within the wing.

[0111] In a further preferred embodiment, no stabilizing elements are arranged on and / or within the wing.

[0112] Short description of the drawings

[0113] Further advantages of the present invention will become apparent from the detailed description and the drawings.

[0114] Figure 1 is a side view of a VTOL aircraft according to a first exemplary embodiment of the present invention, with the stabilizing elements extended for hovering;

[0115] Figure 2 shows a front view of the VTOL aircraft from Figure 1;

[0116] Figure 3 shows a plan view of the VTOL aircraft from Figures 1 and 2;

[0117] Figure 4 shows a side view of the VTOL aircraft of Figures 1 to 3 with the stabilizing elements retracted for cruise flight;

[0118] Figure 5 shows a side view of a VTOL aircraft according to a second embodiment of the present invention, with the stabilization and lift elements extended for hovering; and

[0119] Figure 6 shows a top view of the VTOL aircraft from Figure 5.

[0120] Ways to implement the invention

[0121] Figure 1 is a side view of a VTOL aircraft 1 according to a first exemplary embodiment of the present invention, wherein the stabilizing elements 5 and 6 are extended for hovering. The stabilizing elements 5 and 6 are designed as propellers and are mounted in a motorized, rotatable manner at a first end of the lever device 9 designed as a frame. The two propellers 5 and 6 are also pivotable about an axis parallel to the longitudinal axis L. This pivotability is indicated in Figures 1 to 3 by the indicated positions of the propellers. The axes L, Q, and H run through the center of mass M of the aircraft 1. The aircraft 1 has a cockpit 23.

[0122] The frame 9 is a double rod assembly that can fold like a parallelogram. The two propellers 5 and 6 are each equidistant from the vertical axis H. The lift elements 3 and 4 are located in the fuselage R of the VTOL aircraft 1, and their force vectors V3 and V4 always act on the longitudinal axis L, despite their pivoting capability. Therefore, the lift elements 3 and 4 cannot generate a roll moment. A primary task of the stabilizing elements 5 and 6 is to generate compensating roll moments for stable hovering. For this purpose, the propellers 5 and 6 can pivot left or right at an angle between 0 and 90 degrees as needed (see Figure 2) and vary their rotational speed. At least one servomotor controls the left and right rotation angle. The lever device can be extended or retracted into the fuselage by a servomotor.Alternatively, or in combination, the lever device can be extended using the thrust drive of the stabilizing element and retracted using gravity. In particular, a computer 10 is configured to execute the necessary controls and adjustments.

[0123] The aforementioned pivotability of the lift elements 3 and 4 is provided about the longitudinal axis L and about an axis parallel to the transverse axis Q. This enables translational movements along the longitudinal axis L and the transverse axis Q, respectively. The lift elements 3 and 4 are permanently embedded in the fuselage R, and the air flow can enter and escape through the flaps 7 and 8. In the present example, the lift elements 3 and 4 are impellers and / or turbines.

[0124] The compartment in which the stabilizing elements 5 and 6 are stowed within the fuselage R (see Figure 4) is also closed with flaps 21 (see Figure 1). For simplicity, the flaps are not shown in Figures 2 and 3. Thus, the aircraft 1 is aerodynamically optimized for cruising flight. For this purpose, the aircraft 1 also has a propulsion element 22, which is designed here as a propeller.

[0125] Figure 2 shows a front view of the VTOL aircraft 1 from Figure 1. The wing 2 is used for subsequent cruise flight, which is initiated with a transition from hovering flight. The linkage 9 is essentially not pronounced along the transverse axis Q, among other things to ensure good stowability in the fuselage R. The curved arrow and the dashed lines of the propellers in four other different orientations indicate the pivotability of the stabilizing elements 5 and 6. The dashed vector arrows corresponding to these different orientations indicate the stabilizing forces generated in each case. In the basic position shown, the propellers 5 and 6 are aligned horizontally and rotate, for example, only when idling. As soon as there is a need to compensate for an undesired rolling movement, the stabilizing elements 5, 6 are pivoted to the respective side and generate the required thrust.With the pivoting, a very fast reaction capability can be achieved, also due to the comparatively small masses to be moved and the low mass inertia.

[0126] Figure 3 shows a top view of the VTOL aircraft 1 from Figures 1 and 2. The lift elements 3 and 4 are visible, which are centrally located in the fuselage R. The extended stabilizing elements 5 and 6 are located above the cockpit 23 during hovering and during transitions from / to cruise flight. During these times, pitching and yaw moments are generated (primarily) by the lift elements 3 and 4, while roll moments are generated by the stabilizing elements 5 and 6. This ensures stable hovering without the need for heavy, complex elements with poorly distributed mass inertia. The inventive design saves weight in particular, which is a very important criterion for vertical takeoff.

[0127] Figure 4 shows a side view of the VTOL aircraft from Figures 1 to 3, with the stabilizing elements 5 and 6 retracted for cruise flight. Lift is now generated specifically by the wing 2.

[0128] Figure 5 shows a side view of an unmanned VTOL aircraft 11 according to a second embodiment of the present invention, wherein the stabilization and lift elements 13 / 15, 14 / 16 are extended for hovering. The stabilization element 15 of the aircraft 11 is also designed as a lift element 13 in that the folding propeller or rotor is significantly larger. The propeller blades are foldable so that they can be placed parallel to the booms and require less storage space. The lift element 14 is also designed as a stabilization element 16 in that, like the stabilization element 15, it can be pivoted about an axis that is parallel to the longitudinal axis L. In the example shown, the pivot point for the pivotability is located in the rotor plane (marked as a cross in the drawing). Thus, yaw, pitch, and roll moments can be provided by the two propellers.The lower crosses mark the pivot axis of the lever devices 19, 20 for stowing in the fuselage R. The lift is largely unhindered because the air flow can flow past the fuselage R. The lift vectors V3 and V4 run here through the pivot axis of the stabilization and lift elements, respectively, which is parallel to the longitudinal axis L.

[0129] Figure 6 shows a plan view of the VTOL aircraft 11 from Figure 5. In a transition to cruise flight, the propulsion element 24 is activated and a translational speed is built up along the longitudinal axis L. The lift / stabilization elements 15 / 13 and 16 / 14 are brought to a standstill, retract into the fuselage R, and the flaps 17 and 18 close.

[0130] The lever devices 19, 20 are pivotably mounted within the fuselage. This pivotability, as well as the pivotability of the propellers, is provided by a servo motor and controlled / regulated by the computer 25.

[0131] While the invention has been described in terms of its preferred embodiment(s), many other changes and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the appended claims cover such changes and variations as fall within the true scope of the invention.

[0132] List of reference symbols

Claims

Patent claims 1. VTOL aircraft (1, 11) comprising a cruise system comprising at least one wing (2, 12), wherein the wing (2, 12) is designed to generate dynamic lift during a cruise flight, a hover system comprising at least one lift element (3, 4, 13, 14) and at least one stabilizing element (5, 6, 15, 16), wherein the lift element (3, 4, 13, 14) is designed to provide a lift force for a hover flight and the stabilizing element (5, 6, 15, 16) is designed to provide at least one stabilizing force with a respective lever with respect to a longitudinal axis (L), a transverse axis (Q) and / or a vertical axis (H) of the VTOL aircraft (1, 11) during the hover flight and during a transition from the hover flight to the cruise flight and a transition from the cruise flight to the Hovering.

2. VTOL aircraft (1, 11) according to claim 1, wherein the lift element (3,4, 13, 14) is designed such that a vector (V3,V4) of the lift force is pivotable about the longitudinal axis (L), the transverse axis (Q), and / or an axis parallel to the transverse axis (Q).

3. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the hover system comprises two lift elements (3, 4, 13, 14) arranged in a fuselage of the VTOL aircraft, each designed to provide a lift force and arranged such that one of the two lift forces acts in front of and the other behind a center of mass (M) of the VTOL aircraft (1, 11) with respect to the longitudinal axis (L).

4. VTOL aircraft (1, 11) according to claim 3, wherein the two lift elements (3, 4, 13, 14) or respective deflection elements (7, 8, 17, 18) of the lift elements (3,4,13,14) can be pivoted in such a way that the two lift forces generate a yaw moment acting on the VTOL aircraft (1,11).

5. VTOL aircraft (1,11) according to claim 3 or 4, wherein the two lift elements (3,4,13,14) can be controlled in such a way that a pitching moment can be provided by means of a thrust difference.

6. VTOL aircraft (1,11) according to one of the preceding claims, wherein the at least one stabilizing element (5,6,15,16), in particular and the at least one lift element (3,4,13,14), is designed to be stowable in a fuselage (R) of the VTOL aircraft (1,11) and extendable from the fuselage.

7. VTOL aircraft (1,11) according to claim 6, wherein the hovering system comprises a lever device (9,19,20) which is pivotally mounted within the fuselage (R) at a first end and at whose second end the at least one stabilizing element (5,6,15,16) is arranged.

8. VTOL aircraft (1,11) according to claim 6, wherein the hover system comprises an extension device which is fastened with a first end within the fuselage (R) and whose second end, at which the at least one stabilizing element (5,6,15,16) is arranged, is designed to extend telescopically from the fuselage (R).

9. VTOL aircraft (1,11) according to claim 7 or 8, wherein the stabilizing element (5,6,15,16) is pivotally mounted about at least one axis at the second end such that the stabilizing force generates at least one rolling moment acting on the VTOL aircraft (1,11).

10. VTOL aircraft (1,11) according to one of claims 7 to 9, wherein the hover system is designed to pivot the lever device (9,19,20) or the extension device. 1 1. VTOL aircraft (1 , 1 1) according to one of the preceding claims, wherein the hover system comprises at least two stabilizing elements (5, 6, 15, 16) arranged one behind the other with respect to the longitudinal axis (L).

12. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the stabilizing element (5, 6, 15, 16) comprises a motorized propeller, folding propeller, rotor, ducted propeller, impeller and / or a turbine jet engine.

13. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the stabilizing element (5, 6, 15, 16) is designed for cyclic and / or collective blade adjustment.

14. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the hover system is designed to control a rotational speed and a pivot angle of the stabilizing element (5, 6, 15, 16).

15. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the stabilizing element (5,6, 15, 16) is designed as a multicopter.

16. VTOL aircraft (1, 11) according to claim 15, wherein the multicopter is pivotally connected to the lever device and / or the extension device at its center of gravity.

17. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the hover system comprises at least two lift elements arranged laterally on the fuselage (R) of the VTOL aircraft, each of which is designed to provide a lift force.

18. VTOL aircraft (1, 11) according to claim 17, wherein the at least two lift elements are arranged on opposite longitudinal sides of the fuselage (R).

19. VTOL aircraft (1, 11) according to one of claims 17 - 18, wherein the at least two Lifting elements pivoted about an axis parallel to the longitudinal axis (L) are, in particular, so that translational sideways movements and / or yaw moments can be generated during hovering.

20. VTOL aircraft (1, 11) according to one of claims 17 - 19, wherein the at least two lift elements are mounted pivotably about an axis parallel to the transverse axis (Q), in particular such that in hovering flight, translational movements forward, translational movements backward, pitching moments and / or yaw moments can be generated.

21. VTOL aircraft (1, 11) according to one of claims 17-20, wherein the at least two lift elements are mounted so as to be continuously pivotable about an axis parallel to the transverse axis (Q), in particular so that they can provide thrust for cruising flight.

22. VTOL aircraft (1, 11) according to one of claims 17 - 21, wherein the at least two lift elements arranged laterally on the fuselage of the VTOL aircraft are each pivotable by at least 90 degrees, in particular by at least 180 degrees.

23. VTOL aircraft (1, 11) according to one of claims 17 - 22, wherein the at least two lift elements are arranged along the transverse axis (Q) and / or along an axis parallel to the transverse axis.

24. VTOL aircraft (1, 11) according to one of claims 17 - 23, wherein the at least two lift elements, in particular all lift elements, are arranged such that they are spaced apart from the longitudinal axis by a maximum of 50%, in particular a maximum of 30%, particularly preferably a maximum of 20%, of the total length of half the span of the wing (2, 12).

25. VTOL aircraft (1, 11) according to one of the preceding claims, wherein no lift elements are arranged on and / or within the wing (2, 12).

26. VTOL aircraft (1, 11) according to one of the preceding claims, wherein no stabilizing elements (5, 6, 15, 16) are arranged on and / or within the wing (2, 12).

27. VTOL aircraft (1, 11) according to one of the preceding claims, wherein the at least one stabilizing element (5, 6, 15, 16) is arranged in a plane spanned by the longitudinal axis (L) and the vertical axis (H).

28. VTOL aircraft (1, 11) according to one of the preceding claims, wherein a) the at least one stabilizing element (5, 6, 15, 16) is arranged in a plane spanned by the longitudinal axis (L) and the vertical axis (H); b) wherein the at least one stabilizing element (5, 6, 15, 16), in particular and the at least one lift element (3, 4, 13, 1), is designed to be stowed in a fuselage (R) of the VTOL aircraft (1, 11) and extendable from the fuselage; c) wherein the hover system has a lever device (9, 19, 20) which is pivotally mounted with a first end within the fuselage (R) and at whose second end the at least one stabilizing element (5, 6, 15, 16) is arranged; d) wherein the stabilizing element (5, 6, 15, 16) is pivotally mounted at the second end about at least one axis such that the stabilizing force generates at least one rolling moment acting on the VTOL aircraft (1, 11).

29. VTOL aircraft (1, 11) according to one of the preceding claims, wherein a) the at least one stabilizing element (5, 6, 15, 16) is arranged in a plane spanned by the longitudinal axis (L) and the vertical axis (H); b) the hover system comprises two lift elements (3, 4, 13, 14) arranged in a fuselage of the VTOL aircraft, each of which is designed to provide a lift force and is arranged such that one of the two lift forces acts in front of and the other behind a center of mass (M) of the VTOL aircraft (1, 11) with respect to the longitudinal axis (L).

30. VTOL aircraft (1, 11) according to one of the preceding claims, wherein a) the at least one stabilizing element (5, 6, 15, 16) is arranged in a plane which is spanned by the longitudinal axis (L) and the vertical axis (H); b) wherein the at least one stabilizing element (5, 6, 15, 16) comes to lie above the wing (2, 12) in an extended state, in particular such that no lift force can be generated by the stabilizing element, but only rolling moments and / or pitching moments. c) wherein the at least one stabilizing element (5, 6, 15, 16), in particular and the at least one lift element (3, 4, 13, 1), in a fuselage (R) of the VTOL- Aircraft (1, 11) is stowable and extendable from the fuselage; d) wherein the hover system has a lever device (9, 19, 20) which is pivotally mounted at a first end within the fuselage (R) and at whose second end the at least one stabilizing element (5, 6, 15, 16) is arranged; e) wherein the stabilizing element (5, 6, 15, 16) is pivotally mounted about at least one axis at the second end in such a way that the stabilizing force generates at least one rolling moment acting on the VTOL aircraft (1, 11).

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