Aircraft

Abstract

Described is an aircraft, in particular a drone, comprising a support (2) and at least two propulsion assemblies (4, 8) arranged at a distance from each other on the support (2) and designed to generate a propulsion thrust in a propulsion direction (8b). According to a first aspect of the invention, the propulsion assemblies (4, 8) on the support (2) are mounted so as to be independently pivotable about a first pivot axis (6) extending at an angle to the propulsion direction (8b), and a first actuating drive (10) is provided for driving the propulsion assemblies (4, 8) to be independently pivotable about the first pivot axis (6). According to a second aspect of the invention, a fuselage (20) is provided, which is mounted on the support (2) so as to be pivotable about a second pivot axis (22) and a second actuating drive (24) is provided for driving the support (2) to be pivotable relative to the fuselage (20).

Description

[Technical field]

[0001] The present invention relates to an aircraft, in particular a drone, comprising a support and at least two propulsion assemblies arranged on the support at a distance from one another and designed to generate a propulsion thrust in a propulsion direction. [Background technology]

[0002] Such aircraft are known in the art. For example, in some embodiments the support forms the fuselage or at least part of the fuselage and thus receives payloads such as cameras and / or measurement sensors, whereas in other embodiments a separate fuselage is provided which is arranged on the support. Summary of the Invention [Problem to be solved by the invention]

[0003] The object of the present invention is to improve an aircraft with regard to flight stabilization. [Means for solving the problem]

[0004] This problem is solved by a first aspect of the invention, which is an aircraft, in particular a drone, comprising a support, at least two propulsion assemblies arranged on the support at a distance from each other and designed to generate a propulsion thrust in a propulsion direction, the propulsion assemblies being mounted on the support so as to be independently pivotable about a first pivot axis arranged at an angle to the propulsion direction, and a first drive for driving the propulsion assemblies to pivot independently from each other about the first pivot axis (6).

[0005] According to the invention, the propulsion assemblies on the support are mounted so that they can be pivoted independently of one another about a first pivot axis extending at an angle to the propulsion direction, and the fact that they can be pivoted independently of one another about the first pivot axis with the help of a first actuating drive means that an optimal balance and thus a safe flight stabilization can be achieved in a particularly advantageous manner. In particular, the first pivot axis assumes the function of a pitch axis. Speaking only of the first actuating drive, the first actuating drive is designed to impart a pivoting movement to the propulsion assemblies independently of one another. Preferably, a separate pivoting device forming a component of the first actuating drive is provided for at least one of the at least two propulsion assemblies arranged at a distance on the support, which actuating drive has at least two motors with gearboxes to achieve redundancy and to eliminate gear backlash, and a brake that blocks the gearboxes and is switched on, in particular using an electromagnet, but other pivoting solutions for the propulsion assemblies are of course also conceivable.

[0006] Preferred exemplary embodiments of the first aspect and further embodiments according to the invention are set out in the dependent claims 2-12.

[0007] Preferably, the relative orientation of the propulsion direction of the propulsion assembly with respect to an imaginary pivot plane perpendicular to the first pivot axis remains constant during each stage of pivoting of the propulsion assembly, which means that additional pivoting of the propulsion assembly about further pivot axes running at an angle to the first pivot axis is excluded; the propulsion assembly can only pivot about the first pivot axis, which thus in this case forms the only pivoting movement of the propulsion assembly.

[0008] Preferably, the propulsion assembly is mounted on the support so as to be pivotable about a first pivot axis extending substantially perpendicular to the propulsion direction.

[0009] Combining the two above-mentioned preferred embodiments with each other results in the propulsion direction of the propulsion assembly being oriented in an imaginary pivot plane perpendicular to the first pivot axis or parallel to this imaginary pivot plane in all pivot positions of the propulsion assembly.

[0010] Advantageously, the propulsion assemblies are mounted for pivotal movement about a common first pivot axis, such that, although the propulsion assemblies are mounted independently of one another for pivotal movement about the common first pivot axis, the first pivot axis of pivot of one propulsion assembly coincides with the first pivot axis of the other propulsion assembly.

[0011] Preferably, the at least one propulsion assembly comprises at least one propulsion drive configured to generate a propulsion thrust in a propulsion direction.

[0012] In a further preferred exemplary embodiment, at least one propulsion assembly comprises a support element and two propulsion drives arranged at a distance from one another on the support element, the support element being mounted pivotally about a first pivot axis at a position between the two propulsion drives. This support element is preferably designed as an arm. As a further development of this exemplary embodiment, the support element is mounted pivotally about the first pivot axis at a position substantially equidistant from the two propulsion drives, resulting in a substantially central mounting of the support element on the support body in relation to the propulsion drives.

[0013] As a further development of the above-mentioned exemplary embodiment, the relative orientation of the propulsion direction of the propulsion drive relative to the support element remains constant during each stage of the pivoting of the propulsion assembly, which means that an additional separate pivoting of the propulsion drive relative to the support element is excluded, so that the propulsion drive of the propulsion assembly can only pivot about the first pivot axis, which therefore in this case forms the only pivoting movement of the propulsion assembly and its propulsion drive.

[0014] Advantageously, the at least one propulsion assembly may comprise at least two propulsion drives whose propulsion directions are oriented parallel to one another.

[0015] Furthermore, the at least one propulsion drive can be a rotor rotating about an axis of rotation, the axis of rotation defining the propulsion direction. Alternatively or additionally, the at least one propulsion drive can be a turbine. Other propulsion drive designs are in principle conceivable.

[0016] If a rotor rotatable about an axis of rotation is used as the propulsion drive, the axis of rotation can preferably be taken as the reference point, by the support element being mounted so as to be rotatable about a first pivot axis at a position that is substantially the same distance from the axis of rotation of the rotor.

[0017] Preferably, a first sensor device is provided that is designed to detect a pivotal position of the propulsion assembly in space and / or relative to the support, and a control device is provided that is designed to use a signal from the first sensor device to control the first actuating drive so that the propulsion assembly assumes a particular pivotal position in space and / or relative to the support.

[0018] The above-mentioned object is further achieved by a second aspect of the present invention, which provides an aircraft having a support, at least two propulsion assemblies arranged on the support at a distance from each other and designed to generate a propulsion thrust in a propulsion direction, a fuselage mounted on the support so as to be rotatable about a second pivot axis, and a second actuation drive for driving the support to rotate relative to the fuselage.

[0019] According to this, the aircraft not only comprises the support body already mentioned, but also a separate fuselage, which is attached to the support body so as to be pivotable about a second pivot axis. This measure according to the invention achieves an optimal balance of the fuselage, which also contributes to the desired safe flight stabilization. In particular, the second pivot axis assumes the function of the rolling axis.

[0020] Preferred exemplary embodiments of the second aspect and further embodiments according to the invention are set out in the dependent claims 16-26.

[0021] Of course, the two embodiments according to the invention can be combined with each other, the second pivot axis being oriented at an angle to the first pivot axis, preferably at a right angle.

[0022] Preferably, the fuselage is pivotally mounted at a position on the support that is substantially equidistant from the two propulsion assemblies, whereby the second pivot axis passes substantially centrally between the two propulsion assemblies and the fuselage is therefore substantially centrally mounted on the support and therefore substantially centrally between the two spaced apart propulsion assemblies.

[0023] Preferably, the second pivot axis is oriented at an angle, preferably substantially perpendicular, to the propulsion direction of the propulsion assembly.

[0024] In a further preferred exemplary embodiment, a second sensor device is provided which is designed to detect a pivot position of the support in space and / or relative to the fuselage, and a control device is provided which is designed to use a signal from the second sensor device to control the second drive pivot device so that the support assumes a specific pivot position in space and / or relative to the fuselage.

[0025] In a further development of this exemplary embodiment, the control device is designed to control the second actuation drive such that the fuselage remains substantially in a predefined fixed orientation. This further development is particularly advantageous if the fuselage is provided with a sensor system which provides particularly accurate measurement results when the fuselage remains in a predefined fixed orientation.

[0026] In a combination of the two aspects according to the invention, a common control device can preferably be provided, which is designed to control the first and second drives so that the fuselage remains substantially in a predetermined fixed orientation.

[0027] The fuselage is designed to receive a payload. As a further development of this exemplary embodiment, the fuselage can preferably have a first section extending from the first pivot axis in a first direction, intended to receive a payload and in particular designed as a nacelle, and a second section extending from the first pivot axis in a second direction, in particular directed in the opposite direction, at an angle to the first direction, at least partially including the actuating drive and including an energy supply device for the drive. According to this, optionally the first section can be arranged in front of the first pivot axis and the second section behind the first pivot axis, or vice versa, the first section can be arranged behind the first pivot axis and the second section can be arranged in front of the first pivot axis.

[0028] Additionally, the fuselage may be aerodynamically shaped to generate lift during flight.

[0029] Finally, according to the first aspect of the invention or the second aspect of the invention, as well as a combination of the two aspects, the support may be aerodynamically shaped so as to generate lift during flight and may for this purpose in particular have the shape of a wing.

[0030] In the following, preferred exemplary embodiments of the invention will be explained in more detail with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0031] [Figure 1] FIG. 2 is a top perspective view of an aircraft according to a preferred exemplary embodiment with the rotor arms and nacelle each in a neutral position relative to the yoke; [Diagram 2]FIG. 2 is a side view of the aircraft of FIG. 1 with the rotor arm and nacelle each in a neutral position relative to the yoke. [Diagram 3] FIG. 3 is a side view of FIG. 2 with the rotor arm pivoted from a neutral position relative to the yoke and nacelle. [Figure 4] FIG. 2 is a front view of the aircraft of FIG. 1 with the rotor arms and yoke each in a neutral position relative to the nacelle. [Diagram 5] FIG. 5 is a front view of FIG. 4 with the yoke pivoted from a neutral position relative to the nacelle. [Figure 6a] FIG. 2 is an enlarged separate schematic longitudinal cross-sectional view of an assembly formed by a yoke and a nacelle according to a first preferred exemplary embodiment; [Figure 6b] FIG. 13 is an enlarged separate schematic longitudinal cross-sectional view of an assembly formed by a yoke and a nacelle according to a second preferred exemplary embodiment; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] The figures show an aircraft according to a preferred exemplary embodiment, which is specifically a drone.

[0033] The aircraft has a support 2, alternatively called "centre piece" or "yoke", the term "yoke" being used in the following. In the illustrated exemplary embodiment, the yoke 2 consists of an elongated body with an arm 4 arranged at each end 2a. The arms 4 are attached to the ends 2a of the yoke 2 so as to be pivotable about a first pivot axis 6 extending in the longitudinal direction of the yoke 2. In the illustrated exemplary embodiment, the two arms 4 extend parallel to each other and at right angles to the yoke 2.

[0034] At both ends 4a of each arm 4, a propulsion drive 8 is arranged. The arms 4 are thus support arms for mounting the propulsion drives 8 at their ends 4a. In the illustrated exemplary embodiment, rotor drives are used as propulsion drives 8, each of which has two rotor blades 8a arranged above the other, the rotation of which generates a propulsion thrust in the direction of the arrow 8b. The two rotor blades 8a rotate around a common rotation axis 8c, which extends in the direction of the thrust 8b. Each of the propulsion drives 8 includes an unspecified motor for rotating and orbiting the rotor blades 8a.

[0035] As also shown in FIG. 1, the arms 4 are mounted midway between the propulsion drives 8 arranged at their ends 4a around the first pivot axis 6. Thus, in the illustrated exemplary embodiment, the lateral distance between the first pivot axis 6 and the rotation axis 8c of one propulsion drive 8 is substantially identical to the lateral distance to the rotation axis 8c of the other, opposite, propulsion drive 8. In the illustrated exemplary embodiment, the two arms 4 have the same length and the distance between the rotation axes 8c is the same for each arm 4. Moreover, the rotation axes 8c of the two propulsion drives 8 of each arm 4 run parallel to one another and are oriented perpendicular to the longitudinal extension of the arm 4 and also perpendicular to the first pivot axis 6, and therefore also applies to the propulsion direction 8b. The pivoting movement around the first pivot axis 6 results in a pivoting movement of both the arm 4 and the rotation axis 8c in the manner of a double lever along an imaginary pivot plane (not shown) perpendicular to the first pivot axis 6. Due to the constant relative orientation of the propulsion direction 8b of the propulsion drive 8 with respect to the respective arm 4, the relative orientation of the propulsion direction 8b with respect to the arm 4 therefore also with respect to the abovementioned imaginary pivot axis remains constant in all stages of the pivoting of the arm 4. This means that additional pivoting with the propulsion direction 8b of the propulsion assembly 8 about further pivot axes extending at an angle to the respective arm 4 and about further pivot axes extending at an angle to the first pivot axis 6 is excluded; therefore, the propulsion assembly 8 can only pivot about the first pivot axis 6, which pivoting movement therefore forms the only pivoting movement of the propulsion assembly 8.

[0036] This can be seen in particular by comparing Figures 2 and 3, in which the imaginary pivot plane lies in the drawing plane.

[0037] As also shown in Fig. 1, the illustrated aircraft also comprises a nacelle 20 arranged on the yoke 2. The nacelle 20 is mounted relative to the yoke 2 so as to be pivotable about a second pivot axis 22, which in the illustrated exemplary embodiment is oriented perpendicularly to the first pivot axis 6. Furthermore, the second pivot axis 22 intersects with the first pivot axis 6 at a position where the distance to one end 2a of the yoke 2, and thus to the arm 4 attached thereto, is equal to the distance to the other opposite end 2a and the other arm 4, so that the nacelle 20 is pivotably mounted at the center of the yoke 2.

[0038] In Figures 1, 2 and 4 the aircraft is shown with the arm 4 and the nacelle 20 in a non-rotatable and therefore neutral position relative to the yoke 2. In this operating condition, as Figure 1 shows, the first and second pivot axes 6 and 22 and the arm 4 lie in a common imaginary plane, which is not shown.

[0039] In FIG. 3 the aircraft is shown in an operational condition in which the arm 4 shown therein is pivoted from a neutral position about a first pivot axis 6 (oriented perpendicular to the drawing plane of FIG. 3) at an angle to the yoke 2 and the second pivot axis 22.

[0040] In FIG. 5, the aircraft is shown in an operational condition in which the yoke 2 has been pivoted from a neutral position about a second pivot axis 22 (oriented perpendicular to the drawing plane of FIG. 5) at an angle relative to the nacelle 20.

[0041] The two arms 4 can be pivoted independently of one another about a first pivot axis 6, which in particular has the function of a pitch axis. This means that the two arms can assume different tilt positions or opposite pivot positions relative to the yoke 2 and the nacelle 20. The yoke 2 can also be pivoted independently of the pivoting movement of the arms 4 about a second pivot axis 22, which in particular has the function of a roll axis.

[0042] For the independent adjustment of the two arms 4 around the first pivot axis 6 and of the nacelle 20 around the second pivot axis 22, separate actuation drives 10, 24 are provided, as shown diagrammatically in figures 6a and 6b, each of which is preferably electrically driven. For example, the actuation drives can each have at least two motors with gearboxes and brakes that block the gearboxes and are switched on, in particular using electromagnets, to achieve redundancy and eliminate gear backlash. The actuation drives 10, 24 are preferably arranged inside the yoke 2.

[0043] In the exemplary embodiment shown diagrammatically in Figures 6a and 6b, the first actuation drive 10 each comprises a motor 10a for independently adjusting the two arms 4, which is mounted to pivot about a first pivot axis 6 a shaft 10c which is non-rotatably connected to the respective arm 4 via a gearbox 10b, e.g. a belt and / or a geared swivel. Instead of the gearbox 10b a direct drive can also be provided, in which case the motor 10a directly pivots the shaft 10c.

[0044] As shown in Fig. 1 and Fig. 6a, 6b, in the illustrated exemplary embodiment, the nacelle 20 is divided into a front section 20a and an aft section 20b. In the illustrated exemplary embodiment, these two parts 20a, 20b are non-rotatably connected to each other via a centerpiece 20c designed as a cylinder whose central axis coincides with the second pivot axis 22. The yoke 2 is mounted to rotate around this cylindrical centerpiece 20c. When using a fuel-based drive, the cylindrical centerpiece 20c can be designed as a tank for liquid or gaseous fuel. In the exemplary embodiment shown diagrammatically in Fig. 6a, 6b, the second actuation drive 24 for adjusting the yoke 2 relative to the nacelle 20 also comprises a motor 24a, which, via a gearbox 24b, for example a belt and / or a geared pivot device, causes the yoke 2 to pivot around the second pivot axis 22 relative to the centerpiece 20c of the nacelle 20. Instead of the gearbox 24b, a direct drive can also be provided, and the motor 24a can directly pivot the yoke 2 relative to the centerpiece 20c of the nacelle 20. Furthermore, sensors 12, 26 are provided which detect the pivotal position of the arm 4 in space and / or relative to the yoke 2 and the pivotal position of the yoke 2 in space and / or relative to the nacelle 20. In the exemplary embodiment shown in FIG. 6A, the sensor 12, 26 is arranged on the motor 10a or 24a of the actuation drive 10, 24 and detects the rotation of the motor 10a or 24a. In this exemplary embodiment, the sensor 12, 26 is preferably designed as an incremental encoder. Alternatively, however, it is also conceivable to arrange the sensor 12, 26 separately from the pivoting parts 10a, 24a of the first and second actuation drives 10, 24, as for example shown diagrammatically in FIG. 6b. In the exemplary embodiment shown in FIG. 6b, the first sensor 12 is preferably provided for directly detecting the rotational position of the shaft 10c and thus the associated arm 4, the detection of the rotational position being in particular also possible without contact.The same is true for the second sensor 26, which detects the relative rotational position of the yoke 2 with respect to the nacelle 20, preferably without contact and substantially directly, and which, unlike the first sensor 12, is not arranged on the yoke 2 but on the first section 20a of the nacelle 20. Alternatively, it is of course also conceivable to arrange the second sensor 26 inside the yoke 2. It is also conceivable that at least some of the sensors 12, 26 are additionally or alternatively provided for position or attitude detection in the manner of or designed as a gyro sensor, in order to determine the pivotal positions of the arms 4 with respect to the yoke 2 and the pivotal positions of the yoke 2 with respect to the nacelle 20 with respect to spatially fixed reference variables, such as the earth's vertical and / or the force of gravity. In particular, it would be necessary to deviate from the schematic diagram of FIG. 6 and further arrange the sensor 12 on the arms 4 as a position or attitude sensor in addition to or instead of the sensor 12, in order to determine their pivotal positions with respect to the yoke 2 with respect to spatially fixed reference variables, such as the earth's vertical and / or the force of gravity. Of course, the sensors 12, 26 can also be arranged in different positions in the aircraft compared to the exemplary illustrations of Figures 6a and 6b, provided that it is still possible to detect the relative turning position.

[0045] Furthermore, a control device 28 is provided which, using the output signals from the sensors, controls the first actuating drive 10 for the arm 4 so that the arm 4 assumes a specific pivot position in space and / or relative to the yoke 2 about the first pivot axis 6 and the second actuating drive 24 for pivoting the yoke 2 relative to the nacelle 20 so that the yoke 2 assumes a specific pivot position in space and / or relative to the nacelle 20 about the second pivot axis 22. In the exemplary embodiment illustrated in FIG. 6a, the control device 28 is arranged in the yoke 2, whereas in the exemplary embodiment illustrated in FIG. 6b, the control device 28 is arranged in the nacelle 20. The advantageous flight conditions of the described aircraft consist in the fact that the control device 28 controls the drive pivot devices 10, 24 so that the nacelle 20 maintains a fixed attitude when the arm 4 and / or the yoke 2 are pivoted, as can be seen in particular by comparing FIGS. 3 and 5 with FIGS. 2 and 4.

[0046] In the illustrated exemplary embodiment, a power generation system 30 is provided for the power supply, which has an internal combustion engine 30a with an exhaust system 30b protruding from the rear 20b of the nacelle 20, and a generator 30c which is spun by the internal combustion engine 30a to generate electricity, as shown diagrammatically in Figures 6a and 6b.

[0047] The nacelle 20 is used to receive a payload which in principle also includes the above-mentioned power generation equipment 30. In particular, the payload is a sensor system for detecting and modeling the position and dimensions of buildings, infrastructure and / or other (natural) spatial structures. Such a payload is shown diagrammatically in Figures 6a and 6b and is mounted, for example, on the front part 20a of the nacelle 20.

[0048] Finally, the nacelle 20 can be aerodynamically shaped to generate lift during flight. The yoke 2 can also be aerodynamically shaped to generate lift during flight and for this purpose can have in particular a wing shape.

Claims

1. - a support (2), - at least two propulsion assemblies (4, 8) arranged at a distance from one another on the support (2) and designed to generate a propulsion thrust in a propulsion direction (8b), the propulsion assemblies (4, 8) being mounted on the support (2) so that they can pivot independently of one another about a first pivot axis (6) extending at an angle to the propulsion direction (8b); a fuselage (20) mounted on the support (2) so as to be pivotable about a second pivot axis (22); a second actuation drive (24) for driving the support (2) to pivot relative to the fuselage (20); An aircraft equipped with 2. An aircraft according to claim 1, comprising a first actuation drive (10) for driving the propulsion assemblies (4, 8) to pivot independently of one another about the first pivot axis (6).

3. 2. An aircraft according to claim 1, wherein the relative orientation of the thrust direction (8b) of the propulsion assembly (4, 8) with respect to an imaginary turning plane perpendicular to the first turning axis (6) remains constant during each phase of turning of the propulsion assembly (4, 8).

4. 2. An aircraft according to claim 1, wherein the propulsion assembly (4, 8) is mounted on the support (2) so as to be pivotable about a first pivot axis (6) extending substantially perpendicular to the direction of propulsion (8b).

5. 4. An aircraft according to claim 3, wherein the propulsion directions (8b) of the propulsion assemblies (4, 8) lie in an imaginary turning plane perpendicular to the first turning axis (6) or are oriented parallel to this imaginary turning plane in each turning position of the propulsion assemblies (4, 8).

6. 2. An aircraft according to claim 1, wherein the propulsion assemblies (4, 8) are mounted for pivotal movement about a common first pivot axis (6).

7. 2. An aircraft according to claim 1, wherein at least one propulsion assembly (4, 8) comprises at least one propulsion drive (8) designed to generate a propulsion thrust in a propulsion direction (8b).

8. 8. An aircraft according to claim 7, wherein the at least one propulsion assembly (4, 8) comprises a support element (4) and two propulsion drives (8) arranged at a distance from one another on the support element (4), the support element (4) being mounted to be pivotable about a first pivot axis (6) at a position between the two propulsion drives (8).

9. 9. An aircraft according to claim 8, wherein the support element (4) is mounted pivotably about the first pivot axis (6) at a position that is substantially the same distance from both propulsion swivels (8).

10. 9. An aircraft according to claim 8, wherein the relative orientation of the propulsion direction (8b) of the propulsion drive (8) with respect to the support element (4) remains constant during any phase of the rotation of the propulsion assembly (4, 8).

11. 8. An aircraft according to claim 7, wherein at least one propulsion assembly (4, 8) comprises at least two propulsion drives (8) whose propulsion directions (8b) are oriented parallel to one another.

12. 8. An aircraft according to claim 7, wherein the at least one propulsion drive (8) comprises a rotor (8a) rotating about an axis of rotation (8c), the axis of rotation (8c) defining a direction of propulsion (8b).

13. 10. An aircraft according to claim 9, wherein the propulsion drives (8) each have rotors (8a) rotatable about an axis of rotation (8c), and the support elements (4) are mounted so as to be rotatable about the first pivot axis (6) at positions that are substantially the same distance from the axes of rotation (8c) of the rotors (8a).

14. 2. An aircraft according to claim 1, wherein at least one propulsion drive (8) is a turbine.

15. a first sensor device (12) designed to detect the pivotal position of the propulsion assembly (4, 8) in space and / or relative to the support (2); a control device (28) designed to control the first actuation drive (10) using signals from the first sensor device (12) so that the propulsion assembly (4, 8) assumes a specific pivot position in space and / or relative to the support (2); 10. The aircraft of claim 1, comprising:

16. 2. An aircraft according to claim 1, wherein the second pivot axis (22) is at an angle to the first pivot axis (6).

17. 2. An aircraft according to claim 1, wherein the second pivot axis (22) is oriented substantially perpendicular to the first pivot axis (6).

18. 2. An aircraft according to claim 1, wherein the fuselage (20) is mounted so as to be pivotable at a position on the support (2) that is substantially equidistant from the two propulsion assemblies (4, 8).

19. 2. An aircraft according to claim 1, wherein the second pivot axis (22) is angled relative to the direction of propulsion (8b).

20. 20. An aircraft according to claim 19, wherein the second pivot axis (22) is oriented substantially perpendicular to the direction of propulsion (8b).

21. a second sensor device (26) designed to detect the pivotal position of the support (2) in space and / or relative to the fuselage (20); a control device (28) designed to control the second actuation drive using signals from the second sensor device so that the support (2) assumes a specific pivot position in space and / or relative to the fuselage (20); 10. The aircraft of claim 1, comprising:

22. 22. An aircraft according to claim 21, wherein the control device (28) is designed to control the second actuation drive (24) so ​​that the fuselage (20) remains substantially in a predetermined spatially fixed orientation.

23. 23. An aircraft according to claim 22, comprising a common control device (28) designed to control the first and second actuation drives (10, 24) so ​​that the fuselage (20) remains substantially in a predetermined spatially fixed orientation.

24. 2. The aircraft of claim 1, wherein the fuselage (20) is designed to receive a payload (30, 32).

25. 25. An aircraft according to claim 24, wherein the fuselage (20) has a first section (20a) extending from the first pivot axis (6) in a first direction, provided for receiving a payload (30), in particular designed as a nacelle, and a second section extending from the first pivot axis (6) in a second direction angled relative to the first direction, in particular oriented in the opposite direction, and at least partially including the energy supply device (30).

26. 2. The aircraft of claim 1, wherein the fuselage (20) is aerodynamically configured to generate lift during flight.

27. 2. An aircraft according to claim 1, wherein the support (2) has an aerodynamic shape such that it generates lift during flight, in particular the shape of a wing.

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