DE102012202698A1 - Vertical take-off and landing aircraft for transporting people or loads, has signal processing unit performing position control such that aircraft is horizontally located in space without pilot's control inputs or remote control - Google Patents

Abstract

The aircraft (100) has multiple electromotors (3) and freewheeling propellers (2) arranged in a surface, where each propeller is assigned with the respective electromotor for driving the propeller. A signal processing unit automatically performs a position control under consideration of measurement data of a position sensor by signal technical intervention on speed controllers assigned to the electromotors such that the aircraft is horizontally located in a space at any time with the surface that is defined by the propellers without pilot's control inputs or a remote control. The signal processing unit is selected from a group consisting of a microprocessor, a digital signal processor, a microcontroller, a field programmable gate array (FPGA), a digital controller, an analog processor, an analog computer and an analog controller such as proportional-integral-derivative (PID) controller or as hybrid processing unit.

Description

The present invention relates to a vertically take-off and landing aircraft for the transport of persons or loads (payloads) having a plurality of, preferably similar and redundant, arranged substantially in a plane or plane electric motors and propellers, each propeller is associated with an electric motor for driving the propeller , according to the preamble of claim 1.

Such aircraft are referred to as the English term "vertical take-off and landing" as VTOL. In the present description, alternatively, the term "multicopter" is used. The invention in this context is not limited to aircraft controlled by a pilot who is flying, but also includes aircraft that can be used for remote or autonomous transportation of corresponding payloads.

Vertical launch aircraft with multiple propellers or rotors are known. Internal combustion engines were regularly used as engines, but they can only be regulated slowly and relatively imprecisely. A fast attitude control for the aircraft is practically unattainable in this way. For this reason, for example, in previously known aircraft in the form of helicopters, blade pitch of the rotors is provided for faster position control. However, this leads to a greatly increased design and cost and in operation to a considerable amount of wear.

In the field of model making aircraft with four or six propellers and electric drive are known in which the position control in flight is achieved by rapid speed changes of the electric drives used. However, a mere scaling in size of this concept for the construction of man-carrying aircraft would lead to a considerable security risk, since if only one electric motor fails, the aircraft would no longer be controllable. Also, with upscaled propellers, the time required to change the thrust would be so great that fast attitude control would not be achievable.

From the GB 2 486 787 A is an aircraft known, which is basically designed in the manner of a conventional aircraft wing. In order to start and land vertically, it has a plurality of electric engines, which are designed as turbofan engines and can be pivoted. The advantage of the higher thrust of the turbofan engines are significant disadvantages compared, for example, the increased production costs with tight tolerances and the relatively poor aerodynamics in forward flight.

From the US 2006/0266881 A1 is a generic aircraft with several electrically driven rotors or propellers known. The aircraft described has propellers that lie on different levels, with the rotor circuit areas overlapping. This can bring about aerodynamic disadvantages. Electric motors with brushes and gearboxes are used to drive the propellers, which means relatively high wear and maintenance. In addition, only the pilot by stick for the attitude control of the previously known aircraft responsible, which precludes use of the aircraft for people without relevant training and experience in principle.

The invention has for its object to provide a cost-effective, low-wear and low maintenance aircraft of the type mentioned, which can be used easily and safely even by aviably little or no pre-trained persons. The aircraft should be suitable for use as a man-carrying aircraft or for the remote or autonomous transport of payloads.

This object is achieved by a vertically take-off and landing aircraft with the features of claim 1. Advantageous developments of the invention are the subject of claims, the wording of which is incorporated herein by explicit reference in the description to avoid text repetition.

According to the invention, a vertically take-off and landing aircraft for transporting persons or loads with a plurality of preferably identical and redundant electric motors and propellers arranged essentially in one surface or plane, wherein each propeller is assigned its own electric motor for driving the propeller, characterized that for the attitude control of the aircraft at least one position sensor is provided in operative signal connection with at least one signal processing unit, which signal processing unit is designed or set up, the position control taking into account measurement data of the position sensor by controlling the speed of at least one Part of the electric motors perform automated, preferably by signaling technology acting on the electric motors respectively associated speed controller, so that the aircraft without control inputs of a pilot or a remote control at any time with the plane defined by the propeller surface or level is substantially horizontal in space.

The attitude control of the aircraft according to the invention described above thus ensures that the aircraft is always horizontally in the room without control inputs of the pilot or the remote control. In the present case, the term "horizontally in space" is understood to mean an orientation in which a surface defined by the essentially planarly arranged propellers is horizontal in space, ie. H. is aligned parallel to the ground or with its normal vector parallel to the direction of gravitational acceleration. This corresponds to a rest-floating state of the aircraft. The position control is carried out - as already stated - taking into account measurement data of the at least one position sensor, which measurement data from the at least one signal processing unit signal and / or computationally processed or evaluated. A correspondingly generated position control signal of the signal processing unit is used to control the speed of at least part of the drive motors (electric motors). In addition, the attitude control, as also already stated, automatically, in such a way that the aircraft is in particular without control inputs of a pilot and a remote control horizontally in the room.

In the course of a first development of the present invention, it is provided that the signal processing unit as a microprocessor, digital signal processor, microcontroller, FPGA (Field Programmable Gate Array), digital controller, analog processor, analog computer, analog controller such. B. PID controller, or is designed as a hybrid processing unit of analog and digital elements. In this way, the attitude control of the aircraft can be flexibly adapted to the respective circuitry and / or approval requirements.

In the course of another development of the aircraft according to the invention it is provided that the pilot makes his control inputs by means of a joystick or joystick, which is connected to an electronic control unit which comprises at least the signal processing unit, the position sensor and optionally other components. The control information of the pilot or alternatively a remote control are superimposed with the sensor data, and the rotational speeds of the electric motors are adjusted accordingly, so that the desired attitude or speed is achieved in one direction.

In the course of a particularly advantageous development of the aircraft according to the invention, it is provided that at least a number of the electric motors are designed as brushless DC motors (BLDC). In this way, a particularly cost-effective, since low-wear and low-maintenance implementation is achieved.

Yet another development of the aircraft according to the invention provides that the operative connection between each electric motor and the associated propeller is gearless designed in the manner of a direct drive. Such a realization also contributes to a particularly cost-effective design of the aircraft. In addition, can be achieved by eliminating gear reduction of the mass of the aircraft, which has a positive effect on the transportable payload.

In order to keep the required area and according to the outer dimensions and the weight of the aircraft as low as possible, provides again another development of the aircraft according to the invention, that the electric motors and propellers are arranged in at least one hexagonal basic pattern.

Particularly preferred is a double-hexagonal arrangement of the electric motors and propellers, resulting in - while maintaining a central area, which will be discussed in more detail below - an extremely preferred number of electric motors and propellers results, which is preferably 18. In principle, a corresponding development of the aircraft according to the invention provides, in general, that it has at least twelve electric motors and one propeller each.

Although it is fundamentally within the scope of the present invention to arrange the propellers or rotors with an overlap, another preferred embodiment of the aircraft according to the invention provides that the propellers are arranged substantially in a common plane which defines the plane through the rotor circuit surfaces swept by the propellers is, with the propellers or rotors do not overlap.

So that the aircraft has the greatest possible stability with minimum weight, an extremely preferred further development of the aircraft according to the invention provides that at least the electric motors and propellers and optionally further components of the aircraft are arranged on a frame supporting structure, wherein the frame of a space structure with preferably tensile and compression-resistant struts is formed. The struts are interconnected via junctions, and the introduction of force, in particular the initiation of the weight and shear forces caused by the electric motors and the propellers, takes place in the nodes of the space structure.

In the present context, the term "space structure" is understood to mean a structure of interconnected struts or the like, which is not formed in a plane but in three dimensions in space. In particular compared with the model aircraft mentioned above, this results in a significant improvement in the achievable stability, as in such model aircraft regularly bending beams are used, which are charged accordingly by the components of the aircraft, in particular the propeller and motors on bending and torsion , The proposed use of a space structure in the aircraft according to the invention contributes to the fact that the struts of the frame support structure are only charged to train and pressure, so that the present described multicopter with his electric drive safely carry relatively large payloads and can carry.

In order to reduce the resulting noise pollution as far as possible during operation of the aircraft according to the invention, another development provides that the propellers are arranged as far as possible from the struts of the space structure. The term "spaced as far as possible" is understood in the present case that the propellers are arranged on the longest possible, but sufficiently stable propeller shafts, so that a required distance from the said struts of the frame support structure is achieved with a required stability. Additionally or alternatively, it may be provided that the struts are aerodynamically formed, at least in the region of the propellers, preferably approximately drop-shaped in cross-section, in order to counteract the flow of propeller air flow as little as possible. For this purpose, it makes sense if the rounded front of the drop profile faces the propeller. However, as the person skilled in the art recognizes, the cross-section of the cross-section is not limited to the droplet shape mentioned here by way of example, but can also assume any other aerodynamically favorable shape.

As already mentioned, the attitude control in an aircraft according to the invention is based on the purely electronic speed change of individual electric motors. It is therefore not necessary to provide a pitch adjustment for the individual propeller unlike in the case of previously known aircraft. In this context, another development of the aircraft according to the invention provides that the propellers are substantially rigid and without blade adjustment. In this case, the roots of the rotor blades of the propeller can have a defined flexibility for compensating for impact and pivoting movements, which impact and pivoting movements are also known from previously known aircraft such as helicopters or the like. Advantageously, the propellers are in this case formed in a fiber-reinforced plastic material, wherein the blade root can have an increased flexibility due to only a unidirectional orientation of the fibers in this area. Rigid propellers without blade pitch have significantly lower wear, ease of maintenance, and greater operational safety over propellers with blade pitch or joints.

As already mentioned, the aircraft according to the invention in the course of a corresponding development has at least twelve or more propellers and a corresponding number of electric motors. This contributes significantly to a minimization of security risks in flight operations. Advantageously, in this context, the signal processing unit and position sensors are at least simply redundant designed to achieve a further increased level of fail-safe.

The use of many, relatively small propellers allows - unlike in previously known rotor aircraft - in a corresponding development of the aircraft according to the invention by keeping a central area the installation and use of an upward-opening parachute rescue for the entire aircraft including pilot or payload.

In order to positively influence the yaw behavior of the aircraft according to the invention, another embodiment of the same provides that at least a portion of the propeller is arranged inclined with respect to a plane, preferably with an at least equal angle of inclination, said plane by those of the remaining, not inclined Propellers over swept rotor circled surfaces can be defined. Said angle of inclination is preferably approximately between 1 ° and 5 °. Whether the said angle of inclination relative to said plane is positive or negative, can be determined by the direction of rotation of the relevant propeller depend. Preferably, the inclined propellers are provided at the outer corners of the mentioned hexagonal arrangement.

In order to use the aircraft according to the invention as flexibly as possible, provides again another development, that the aircraft and here in particular the aforementioned frame structure for transport into several parts can be dismantled. In this case, it has proven to be particularly advantageous if the frame structure can be dismantled into a plurality of cantilever modules, each preferably having a plurality of, for example, three electric motors and propellers. The said electric motors and propellers of each cantilever may be arranged in a triangle configuration. Additionally or alternatively, the aircraft may have a folding mechanism, for example, to achieve a space-saving transport configuration by simply pivoting said boom modules.

In order to achieve torque compensation for the aircraft according to the invention, another preferred development provides that in each case the same number of left-running as right-running propellers are provided.

An extremely preferred development of the aircraft according to the invention provides that this has a cockpit or a seat for at least one pilot. The cockpit or seat may be disposed below a plane of the propellers, preferably at about the center, most preferably just below the parachute.

Another advantageous development of the aircraft according to the invention provides that the cockpit or the seat is suspended pivotably about the pitch axis of the aircraft, and preferably at the above-mentioned frame structure. The suspension of the cockpit or of the seat can be made separable in order to detach the cockpit or the seat from the rest of the aircraft, so that in particular the cockpit can move autonomously, for example on the water or on land.

In this context, it has also proven to be advantageous if the aircraft according to the invention in the course of another development, a landing gear with elastic, preferably air-filled elements, wheels, runners or the like. This landing gear can be arranged at the cockpit or at the seat.

In order to increase the range of the aircraft according to the invention, it can be provided in the course of another development that at least one energy converter for supplying electrical energy, in particular during flight operation, is provided for supplying the electric motors. This energy converter may be an internal combustion engine with a generator, a fuel cell arrangement or the like, also in combination. Furthermore, it is advantageous if at least one energy store is provided for temporarily storing the electrical energy provided. This energy store can be designed as an accumulator, supercapacitor or the like, again in combination. Furthermore, it may be provided in this context that the energy storage and the electric motors are in electrical operative connection to supply the electric motors with cached in the energy storage electrical energy. The above-mentioned energy converter is also referred to as "range extender" in the present description.

The energy store may be arranged in the course of another development of the aircraft according to the invention so that it is located approximately centrally within the aircraft and is used to supply a plurality of electric motors. Alternatively, however, it can also be provided that the aircraft has several decentrally arranged energy stores in the course of another development, which energy stores serve to undersupply each of a subgroup of electric motors. Most preferably, in this context, each electric motor associated with its own energy storage.

The above-mentioned division of energy storage (for example: batteries) into several blocks can be evaluated in terms of advantages and disadvantages according to various criteria. All three variants (only one central energy store, two to three energy stores, one energy store per electric motor) make sense, and the decision is made in practice due to the different weighting of the individual criteria. The grading is in the order ++ / + / o / -, where ++ is the highest grade and the - the worst rating is: Arrangement of batteries Central 2-3 blocks 18 blocks reliability - + ++ handling + ++ - Replace batteries O ++ - Effort housing ++ + - Cable to the motor controller - O ++ Cable to the charger ++ + - Effort BMS ++ + - Effort charger + + O Center of gravity + ++ O Weight + O - warming - O ++ On / off switch ++ O -

The abbreviation BMS stands for Battery Management System.

In order to support or accelerate the forward flight of the aircraft according to the invention, another development provides that the aircraft has at least one additional drive device, preferably in the form of a propulsion propeller (especially thrust propeller). This auxiliary drive device may be arranged on the cockpit or the seat. It may also include a steering device or be designed to be self-pivoting.

A particularly simple and cost-effective implementation of the aircraft according to the invention arises when this is formed in development of the basic idea of the invention with free-wheeling propellers in contrast to the known from the cited prior art turbofan engines, which propeller also preferably may have a fixed propeller shaft, that is not pivotable are formed.

On the one hand, the propellers or rotors used should be as large as possible in order to achieve the highest possible efficiency. On the other hand, they should have the smallest possible moment of inertia in order to achieve a rapid change in thrust. Under these contradictory requirements, there is an optimum size of the propeller for a given engine type, which can be realized with a corresponding development of the invention.

mit der Schubkraft S, der Rotorfläche A, der Luftdichte ρ und dem Gütegrad ζ. Für den Schwebeflug muss die Schubkraft genau so groß wie die Gewichtskraft sein.The power requirement P for the hover is given by:

with the thrust S, the rotor area A, the air density ρ and the grade ζ. For the hover, the thrust must be as high as the weight.

The specific thrust S / P is given by:

S / A is the rotor surface load. As you can see, the larger the rotor area (or the smaller the rotor area load), the better the conversion of the available power into the desired thrust.

wobei über eine reale Massenverteilung aufsummiert wird. Aufgrund der notwendigen Festigkeit steigt auch die Masse des Rotors überproportional mit dem Durchmesser an.On the other hand, the moment of inertia J of a rotor is given by:

where summed over a real mass distribution. Due to the necessary strength, the mass of the rotor increases disproportionately with the diameter.

The torque M to be applied by the engine is given by: M = Jα + P / ω wherein the necessary angular acceleration α must be determined from the dynamics of the control processes of the entire system. The second part arises from the resistance of the rotor and is given by the power requirement P of the rotor at the angular velocity ω.

The rotors preferably used in a corresponding embodiment of the aircraft according to the invention have, in contrast to conventional aircraft propellers, a very low pitch / diameter ratio of, for example, about 0.3 to make the rotor circuit area as large as possible, but at the same time the torque, and thus the performance not to rise too much.

Even with the multicopter occur in fast forward flight usual in helicopters beat and swivel movements due to the different propulsions on leading and returning blade of the propeller. These forces can - as described - be collected on the rotors by appropriate elastic design of the same.

By way of example, in the following table, the characteristics for three different rotor diameters are given, as they can be used in the context of the present invention, assuming a single-seat aircraft with 18 rotors, without the invention being limited thereto. Power requirement for different propeller sizes propeller 36 inches 40 inches 44 inches Diameter [m] 0.91 1.01 1.12 Area [m ^ 2] 0.65 0.80 0.98 number 18 18 18 Jet area [m ^ 2] 11.7 14.4 17.7 Unladen weight incl. Batteries [kg] 110 112 114 Pilot mass [kg] 80 80 80 Take-off mass Mtow [kg] 190 192 194 Jet area load [kg / m ^ 2] 16.2 13.3 10.9 Blasting power tot. [KW] 14.9 13.7 12.5 Efficiency of motor / controller 88% 88% 88% Grade propeller 75% 75% 75% Input power [kW] 22.6 20.7 19.0 Specific thrust [N / kW] 82 91 100 Energy content Batteries [kWh] 8.0 8.0 8.0 Mass Batteries [kg] 54 54 54 Duration of flight [min] 21.2 23.1 25.3

For better transport, the multicopter in the course of appropriate development of the invention either simply disassemble or fold. This is done either by a division into individual modules, which are connected to each other before the start by screws or quick fasteners, by a pivoting mechanism, by a plug-in mechanism or by a folding mechanism, as in a rotary dryer.

The multicopter is advantageously almost maintenance-free. This is achieved in the course of appropriate embodiments in particular by the use of brushless electric motors, which contain ball bearings as the only wearing parts. Otherwise, with appropriate design consciously dispenses with any mechanics, such as gear, sliding contacts, blade adjustment, etc. These structural features, in addition to simplicity and ease of maintenance, also achieved high reliability. Preferably brushless external rotor motors are used, which are designed to match the rotor, for a correspondingly low speed and higher torque.

The safety of the multicopter has a high priority. Due to the preferred large number of motors (at least twelve), a stable position control and controlled emergency landing can be achieved even if up to 30% of the motors fail. All systems can be designed redundantly, so that there is still a replacement in case of failure. In addition, a preferably at least one rescue parachute is provided for the complete aircraft (overall rescue system). In contrast to other rotor aircraft, this is possible due to the free space upwards, which has already been pointed out above.

Of course, it is also possible to provide a plurality of rescue parachutes for the entire aircraft. It is particularly advantageous if the suspensions (lines) of the parachutes are arranged in the vicinity of or above the center of gravity of the aircraft. This applies equally to a single rescue parachute. As the skilled artisan easily recognizes, it is not necessary in this context that all parachutes attack exactly in the center of gravity or just above the center of gravity, but also an arrangement around the center of gravity is possible, so that the rescue parachutes in their entirety in the center of gravity or attack above the center of gravity.

In order to achieve the lowest possible air resistance, both the cockpit and the frame structure can be designed as aerodynamically favorable.

Further features and advantages of the present invention will become apparent from the following description of exemplary embodiments with reference to the drawings.

1 shows the top view of a first embodiment of the aircraft according to the invention;

2 shows a frontal view of the aircraft 1 ;

3 shows the aircraft according to 2 with opened rescue parachute;

4 shows a side view of a second embodiment of the aircraft according to the invention with a cockpit;

5 shows the aircraft 4 with uncoupled cockpit;

6 shows the block diagram of an electronic device for position control and engine control or energy supply in an aircraft according to the invention;

7 shows the block diagram of an alternative electronic arrangement for position control and engine control or energy supply in an aircraft according to the invention;

8th shows schematically the directions of rotation of the individual propellers in an aircraft according to the invention;

9 shows a plan view and a cross section of a propeller for an inventive aircraft;

10 schematically shows the relative angular position of the propeller in an aircraft according to the invention;

11 schematically shows the modular structure of an aircraft according to the invention, in particular the aircraft according to 1 ;

12 shows schematically an alternative modular construction of yet another embodiment of the aircraft according to the invention in plan view;

13a , b show the aircraft according to 12 in side view and in different flight conditions;

14 shows the aircraft according to 12 and 13a , b in its transport state;

15a -J show the modular construction of another embodiment of the aircraft according to the invention in various assembly / disassembly states; and

16 shows a section through a particular embodiment of a rotor for an inventive aircraft.

1 shows a first embodiment of the aircraft according to the invention in plan view. The aircraft is indicated in its entirety by the reference numeral 100 denotes and first comprises a total hexagonal frame support structure or short frame structure 1 consisting of a number of tension and compression-resistant struts 1a is formed, of which in 1 for reasons of clarity, only a few are explicitly designated. The aspiration 1a form essentially triangular "unit cells" of an overall hexagonal (hexagonal) arrangement and are at junctions 1b linked together, so that there is a three-dimensional space structure in the form of a three-dimensional grid construction, as in particular from the front view according to 2 is apparent. The aspiration 1a can be formed in any suitable material that has sufficient strength and stability with low dead weight, for example, in (light) metal, plastic, wood or in a hybrid / composite material.

As it turned out 1 and 2 furthermore results are at the upper nodes 1b the frame structure 1 , which lie in a common plane, a total of 18 propellers 2 arranged, the gearless to each an associated electric motor 3 are coupled and driven directly by this. As shown in 1 are the propellers 2 so at the nodes 1b the frame structure 1 or of the space structure that results in a hexagonal area filling, wherein the position in the center of the arrangement (at reference numerals 7 ) remains propeller-free for some reason, which will be discussed in more detail below.

As dashed circles are drawn in 1 still the rotor circuit surfaces of the propeller 2 that is, those areas that are from the spinning propellers 2 be swept over. How to see the picture in 1 easily removes, overlap in the embodiment of the aircraft according to the invention shown there 100 the propellers 2 with their rotor circuit areas, but without the present invention being limited to such an arrangement. By suitable choice of the length of the struts 1a or the propeller diameter can also reach arrangements in which the propellers 2 overlap with their rotor circled surfaces, so that they would be correspondingly arranged on different levels.

By the already mentioned training of the frame as a space frame or three-dimensional grid construction high specific strength is achieved. The introduction of force, in particular the weight and thrust of the propeller 2 and motors 3 , takes place at the junctions 1b of the space structure. This will be the pursuit 1a or carrier loaded only on compression and tension, but not on bending or torsion. By this arrangement and the use of lightweight components or materials or materials for the frame structure 1 , the propellers 2 , the motors 3 and other components of the aircraft 100 the total weight is kept as low as possible.

With reference numerals 4 is in the 1 and 2 a pilot's seat shown, for example, by means of an elastic harness in the frame structure 1 can be suspended, which is not shown in more detail in the figures for reasons of clarity. Preferably, the suspension of the pilot seat is done 4 at the nodes 1b the frame structure 1 , The elastic suspension of the pilot's seat 4 allows a cushioning of harder shocks.

Furthermore, in the frame structure 1 at reference numerals 5 arranged electrical energy storage in the form of accumulators or the like. In the present case, two such energy stores (rechargeable batteries) 5 in order to better distribute the total weight and to ensure a certain redundancy of the energy supply. The energy storage 5 are with the electric motors 3 connected and serve to supply them with electrical energy. It is essential that the energy storage 5 have the highest possible electrical energy density. In addition to the accumulators already mentioned supercapacitors or fuel cells can be used for this purpose, in any combination. To achieve longer flight times can optionally be an internal combustion engine with generator or another energy converter as be provided so-called range extender, the energy storage 5 reloads during the flight. Such a range extender is in the 1 and 2 not shown, this will be discussed in more detail below.

reference numeral 6 in the 1 and 2 means a joy stick in the manner of a joystick, which serves to control commands and Lagevorgaben one in the seat 4 located pilot (not shown) to a position control and control electronics, which in turn with the electric motors 3 is in signal or control technology operative connection to the respective engine speed, the flight behavior of the aircraft 100 to influence in total. The mentioned electronics are in the 1 and 2 at reference numerals 8th in particular, near the pilot's seat 4 (in this case behind the pilot's seat 4 ) can be arranged.

reference numeral 7 in the 1 and 2 refers to a rescue parachute for the entire aircraft 100 including pilot or payload, present in its collapsed and packaged state. The rescue parachute 7 is in the propeller-free central area of the frame structure 1 arranged, which has already been pointed out, so that it can unfold freely upwards. Alternatively, several (small) parachutes may be provided, which together form a so-called overall rescue system. The parachute 7 is different from the 1 and 2 preferably below one through the propellers 2 arranged plane so that possibly flying around propeller fractions (eg in case of bird strike) if possible not damage it.

reference numeral 9 (see. 2 ) denotes the landing gear of the aircraft 100 , which according to the in 1 and 2 embodiment shown is formed in the form of air-filled balls, which serve as a suspension on the one hand and on the other water landings of the aircraft 100 in the way of floats act to sink the aircraft 100 to avoid.

3 shows the aircraft 100 according to the 1 and 2 with opened rescue parachute 7 to the aircraft 100 especially in case of failure of an excessive number of electric motors 3 or to be safely guided to the ground in case of other disturbances. Otherwise, the reference numerals correspond to 3 those in 1 and 2 ,

In the 4 and 5 an alternative embodiment of the aircraft according to the invention is shown, which corresponds in its entirety by the reference numeral 101 is designated. Otherwise, the same reference numerals again correspond to identical or equivalent elements.

The frame structure 1 is in accordance with the 4 and 5 again from aspiration 1a formed at nodes 1b However, there is one opposite the 1 - 3 deviating overall geometry. Instead of the "open"pilot's seat 4 according to the 1 - 3 has the embodiment according to the 4 and 5 a closed pilot cabin or pulpit 10 on that a windshield 11 to allow the pilot (not shown) the view. The pulpit or cabin 10 is at reference numerals 12 hinged to the frame structure 1 suspended. Preferably, the joint is 12 designed as a swivel joint, allowing the pulpit or cabin 10 around the in 4 and 5 perpendicular to the leaf plane oriented pitch axis of the aircraft 101 is pivotable. As in 5 can be shown, the pulpit or cabin 10 in the area of the joint 12 from the frame structure 1 be separated, in particular, to move forward autonomously. To this end, the pulpit or cabin points 10 a separate (additional) drive device in the manner of a thrust propeller 13 with corresponding motor (preferably also electrically operated), which drive means present in the rear of the cockpit or cabin 10 is arranged. Nevertheless, the invention is by no means limited to such an arrangement of the additional drive device, which alternatively as a draft propeller in the front of the cockpit or cabin 10 could be trained.

For control purposes, the drive device or the thrust propeller 13 with respect to the pulpit or cabin 10 pivotally formed or provided with a rudder (not shown). The pulpit or cabin 10 itself is preferably designed buoyant and can be so after decoupling from the rest of the aircraft 101 or the frame structure 1 according to 5 move autonomously, especially in the water. If the pulpit or cabin 10 alternatively or additionally with a chassis or wheels, runners or the like (not shown here) is also a locomotion on land (level ground, road, ice, snow, ...) is possible.

The in the 1 - 3 at the reference numerals 4 . 5 . 6 and 8th further illustrated components of the aircraft according to the invention 100 are in the embodiment 101 according to the 4 and 5 inside the pulpit or cabin 10 and are therefore not shown separately.

6 and 7 show possible embodiments of electronic devices (electronic assemblies) for attitude control and control of the aircraft 100 respectively. 101 , The said electronic assemblies are in the 6 and 7 each in total with the reference numeral 8th denoted, which the already mentioned reference numeral 8th according to the 1 - 3 basically corresponds, in particular as regards the arrangement of the relevant electronics within the aircraft 100 respectively. 101 concerns.

According to the block diagram in FIG 6 includes the position control electronics 8th first a position sensor 8a , which position sensor 8a is designed to continuously measure the position and orientation of the aircraft in space with respect to the three translational and the three rotational degrees of freedom by measurement. According to the alternative embodiment in 7 the said position sensor is redundant and includes there first to n-th position sensors 8 aa to 8AN , The position sensor 8a or the position sensors 8 aa -N stands or stands in signal-operative connection with (in each case) a signal processing unit, in the present case by way of example and without limitation in each case a microcontroller 8b respectively. 8 ba - 8bn , The microcontroller (s) 8b respectively. 8 ba -N are over a bus interface 8c with motor control units (motor controller) 8DA - 8DM signal-technically connected in the manner of a speed controller, each motor controller 8DA In each case one of a total of m brushless electric motors 3a - 3m is assigned to control the latter, in particular for adjusting the engine speed.

According to the embodiment in 6 is a single, central energy store 5 provided with battery management system BMS, which energy storage 5 with all motor controllers 8DA -M is technically connected to this or the associated electric motors 3a -M to supply electrical energy. In contrast, in the embodiment according to 7 several energy storage 5a - 5 m where each motor controller 8DA -M own energy storage 5a -M is assigned. Next is in the embodiment according to 7 a range extender 5 ' provided, as indicated above. This is line technology with the energy storage 5a -M connected and ensures that they always have a sufficiently filled memory during the flight. The range extender 5 ' can be designed in particular as an internal combustion engine with generator, as a fuel cell assembly or in another manner.

As the skilled artisan easily recognizes, elements of the electronic assembly 8th according to 6 and 7 almost arbitrarily combine. For example, the range extender 5 ' according to 7 also in the embodiment according to 6 are used to the local energy storage 5 charge. Furthermore, it is within the scope of the present invention, a plurality of energy storage 5 to provide which plurality does not have to correspond to the number of motor controllers used. For example, it is possible for each energy store to supply two, three or k motor controllers, where k ≦ m. The same applies mutatis mutandis to the number of position sensors and / or microcontroller. Also the range extender 5 ' according to 7 can be redundant.

The designs in the 6 and 7 is common that on or to the microcontroller 8a respectively. 8 ba -N the already mentioned above joystick or joystick 6 connected. Using the joystick or joystick 6 it is possible for the pilot, position control or control specifications in preferably digital, electrical form to the or the microcontroller 8b respectively. 8 ba -N, which specifications there together with the measured data of the position sensor 8a or the position sensors 8 aa -N are used for position control and for the control of the aircraft. If several microcontrollers 8 ba -N, they can control each other to increase flight safety. From the of the position sensors 8a respectively. 8 aa -N delivered and from the microcontrollers 8b respectively. 8 ba -N evaluated data for the position, speeds and accelerations of the aircraft in three-dimensional space are the control information for the electric motors 3a -M or the associated motor controller 8a -M calculated, so that with the aircraft according to the invention a smooth hovering, even under external disturbances, such as gusts and turbulence, is possible.

The control is - as already mentioned - by electronic control of each electric motor 3a -m. It can have multiple engines 3a -M are grouped together. This is in modification of 6 and 7 to understand that then a motor controller is assigned to multiple motors to control these with respect to their speed.

There are preferably the same number of left-running as right-running propeller or motors present so as to achieve an angular momentum compensation and to prevent rotation of the aircraft as a whole. This is in 8th illustrated by way of example, where only the circular surfaces swept by the propellers or their circles are shown there (cf. 1 ). Arrows R indicate propellers running on the right, while arrows L on the left indicate running propellers. For clarity, not all arrows are in 8th explicitly designated. The already mentioned angular momentum compensation implies that there should always be an even number of propellers. The concrete representation in 8th shows a meaningful distribution of the directions of rotation, wherein, if possible opposing propeller opposite directions of rotation R, L have.

A rise or fall of the aircraft 100 . 101 is achieved by that the speeds of all engines 3 respectively. 3a -M can be increased or decreased slightly. The pitch and roll movements are controlled by increasing the speeds of several motors 3 . 3a -M on each side of the aircraft while reducing the engine speeds on the opposite side accordingly (front / rear or right / left). The overall thrust remains unchanged. The yawing motion is controlled by all engines 3 . 3a In one direction of rotation R, L the speed is increased, while in the other direction of rotation the speed is reduced. The overall thrust remains unchanged. To the response of the aircraft 100 . 101 to increase in the direction of yaw, are some propellers 2 and motors 3 . 3a -M inclined at a small angle to the horizontal, with the horizontal of the above based on 1 corresponds to the level mentioned. This is in 10 vividly illustrated.

10 shows the propeller assembly according to 1 or 8th in which six propellers are inclined relative to the horizontal plane mentioned. These propellers are in 10 explicitly with reference numerals 2a - 2f designated. Shown are again only the circuits of the swept rotor circuit areas. As shown in 10 sit the inclined propellers 2a -F at the outer corners of the hexagonal arrangement and thus have the largest possible lever arm around the vertical axis of the aircraft 100 . 101 , When in top view left-rotating propellers - according to 10 These are the propellers 2a . 2c and 2f - the specified tilt angle is beta (β) positive (+ beta), with right-handed propellers the angle beta is negative (-Beta). The amount of tilt or tilt angle is, depending on the desired response, between about 1 ° and 5 °. The direction of inclination is chosen so that the yaw movement of the aircraft is supported in the same direction to the direction of the propeller.

In 9 are still two views of a possible configuration of the propeller 2 respectively. 2a F, namely a plan view and a smaller cross-sectional view of a propeller or rotor blade 21 , In addition to the already mentioned rotor blades 21 points the propeller or rotor 2 a hub 23 on, with the rotor blades 21 with the hub 23 about so-called leaf roots 22 are connected. With reference numerals 24 is also a breakthrough 24 for the motor shaft (not shown). The propellers or rotors preferably used in the context of the present invention 2 have - in contrast to conventional aircraft propellers - a very low pitch / diameter ratio of 0.3, for example, to make the rotor circuit area as large as possible, while keeping the torque and thus the required drive power as low as possible.

Even with the aircraft presented here occur in fast forward flight usual in conventional helicopters swing and swing movements due to the different buoyancy forces on the leading and returning rotor blade 21 on. These forces can be absorbed by the fact that the leaf roots 22 the propeller or rotors 2 are elastically formed. For this purpose, the rotor blades 21 and the leaf roots 22 consist of a fiber composite material, preferably made of carbon fiber reinforced plastic (CFRP). The hub 23 is preferably formed in aluminum or a comparable material, and the leaf roots 22 are in the hub 23 clamped, which in turn by the motor shaft (at reference numerals 24 ) is centered. In order to adjust the elasticity in the area of the blade root specifically, only unidirectional fibers are used there, which are staggered, that is, with different lengths up to the rotor blade 21 extend. On the rotor blade 21 itself is preferably used as a cover layer, a tissue.

The collection of impact and swivel forces can alternatively be achieved by a sufficiently robust, rigid design of the rotor blades and the motor shaft. The rotor blades are then as little elastic as possible, but inelastic (stiff) and designed sufficiently robust.

In conventional helicopters symmetric rotor blade profiles are preferably used, which have a better pressure point stability in the cyclic pitch adjustment, compared asymmetric profiles, however, bring the disadvantage of less buoyancy. In the aircraft proposed here 100 . 101 , Which advantageously have no possibility of pitch adjustment, can thus use asymmetric rotor blade profiles with higher buoyancy. Such a leaf profile is lower right in 9 exemplified.

11 schematically shows the aircraft 100 according to 1 and 2 its possible modular structure for the purpose of improving the transportability.

Like the schematic representation in 11 shows is the frame structure 1 ( 1 ) into a series of modules 1' dismountable, which modules each have three propellers or rotors 2 with the associated electric motors 3 comprise, each in a planar triangular arrangement. The individual frame structure modules are 1' again from aspiration 1a put together, which at nodes 1b connected to each other. For the sake of clarity are also in 11 not all aspirations 1a or nodes 1b explicitly designated. The connection of the individual modules 1' with each other can be done by screwing, clamping, clipping, latching or in any other suitable manner. Subsequently, the "central unit" from pilot seat 4 , Energy storage 5 , Joystick 6 , Rescue parachute 7 and electronic assembly 8th connected to the assembled frame structure to the complete aircraft 100 manufacture.

An alternative solution provides, the individual modules 1' not completely separable, but over each other foldable or foldable form, in this way also a space-saving transport option for the aircraft 100 to accomplish. For this purpose, appropriate hinge or hinge devices are to be provided at suitable module connection points, as the person skilled in the art readily recognizes.

The 12 . 13a . 13b and 14 show another embodiment of the aircraft according to the invention, which here in its entirety by the reference numeral 102 is designated. Analogous to the aircraft 101 according to the 4 and 5 is a pulpit or cabin 10 present, which backwards in an area 10 ' extended hull-like and in the rear area turn an additional drive device 13 in the manner of a thrust propeller with a corresponding motor assembly has (see. 4 and 5 ). The individual propellers or rotors 2 are in turn symbolized only by their dashed rotor surfaces or their circles. In each case three of these propellers or rotors with the associated electric motors (in 12 to 14 not shown) are arranged on branch-like branched arms, in the said figures with the reference numerals 102 to 102f are designated. As in 12 exemplified by the jib 102 is shown, each boom consists of a first arm 102AA that with the pulpit or cabin 10 is connected, from which first arm 102AA in the manner of a Y configuration, a second arm 102ab and a third arm 102ac branch. Towards the free ends of the second and third arms 102ab . 102ac is between these a connecting strut 102ad arranged. The said branching region of the second and third arms 102ab . 102ac from the first arm 102AA is in 12 with the reference number 102ae designated. At the free ends of the second and third arms 102ab . 102ac as well as in the branching area 102ae are the electric motors (not shown) and propellers 2 arranged.

The mentioned first to third arms 102AA -C the boom 102 -F are arranged substantially in a common plane, while the free end of the first arm 102AA as shown in the 13a and 13b Angled at about 90 ° with respect to this plane (down) to the outriggers 102 -F with the rest of the aircraft 102 connect to. For clarity, this is in the 13a . 13b Again explicitly shown only for selected boom.

As 13a and 13b can still be seen, have said bends of the first arms 102AA different length dimensions, so the propellers 2 the boom 102 . 102b , the boom 102c . 102d as well as the boom 102e and 102f in the resting-suspended state of the aircraft 102 according to 13a Staggered on different levels are arranged. 13b shows the aircraft 102 according to 13a in forward flight. Due to the forward inclination of the aircraft 102 Essentially, two parallel rotor levels result in this way.

According to the 13a , b is the pulpit or cabin 10 with skids on its underside 9 ' equipped, as already pointed out above.

14 shows the aircraft 102 according to the 12 . 13a and 13b in the disassembled or folded state on a transport device 200 such as the bed of a trailer or truck. The individual booms 102 -F can from the fuselage of the aircraft 102 or the pulpit or cabin 10 be dismantled. However, there is also the possibility of the outriggers 102 , c, e around their attachment points at the pulpit or cabin 10 pivoting forward and one above the other, while the outriggers 102b , d and f are pivoted one behind the other backwards. These are at the pulpit or cabin 10 corresponding joints with the angled ends of the first cantilever arms 102AA provided.

The 15a - 15j show a further embodiment of the aircraft according to the invention, which here with the reference numerals 103 is provided. The aircraft 103 again includes a cockpit or pilot cabin 10 with runners 9 ' and additional drive device 13 (see. 13a , b), which additionally with a tail unit 13 ' combined. The propellers 2 together with the associated electric motors 3 , which are not designated in their entirety for reasons of clarity, sit similarly as in the embodiment according to 12 on Y-shaped, branch-like branched outriggers 103a - 103f , Otherwise, the elements correspond to the reference numerals 103aa - 103ae in functional terms, the elements with the reference numerals 102AA - 102ad in 12 ,

An essential difference between the embodiment according to the 12 . 13a and 13b on the one hand and the 15a - 15j on the other hand, the outwardly curved shape of the second and third boom arms 103ab . 103ac , In addition, in the embodiment according to the 15a - 15j all outriggers 103a -F arranged in a common plane, which will be discussed in more detail below.

Between the individual interpreters 103a -F are different from 12 further connecting struts 103ad ' , which neighboring electric motors 3 (or their housing) adjacent boom 103a -F connect with each other. This is based on 15b and 15c discussed in more detail.

Starting from 15a now show the following 15b to 15j various assembly / disassembly conditions of the aircraft 103 , For the sake of clarity in this context in the 15b -J not all elements of the aircraft 103 explicitly designates, but the name is limited to those elements that in the respective assembly / disassembly state has a special effect or function.

In 15b is exemplary for the connecting strut 103dd ' shown that the interconnecting struts of each arm pivotally connected to the third arm 103dc of the jib 103d are connected. In this case, the articulation of the connecting strut takes place 103dd ' at the free end of the third arm 103dc where also the engine concerned 3 with propeller 2 is arranged. The connecting strut 103dd ' can thus be disassembled the aircraft 103 in the area of the branch 103de to the boom 103d invest.

15c shows the facts described above with reference to a detailed representation. The figure shows in detail the connecting strut 103dd ' , which in the direction of arrow P by pivoting to the rest of the boom 103d was created.

15d shows as in the upper area of the cockpit or cabin 10 a first cover element 10a what is removed in 15e is shown in more detail. The cover element 10a is in plan view, for example according to 15f formed approximately U-shaped and covers an upper, lateral area of the cockpit 10 it is with its contour to a central mounting structure 10b for the outriggers 103a -F clings to what attachment structure 10b will be discussed in more detail below.

In 15f is additionally still a the first cover element 10a corresponding second cover element 10c representing the other upper side area of the cockpit 10 covers.

15g shows a detailed view of the upper portion of the cockpit 10 with the central attachment structure 10b , which upwardly opening, tubular or channel-shaped recordings 10ba - 10BF of which in 15g for purposes of illustration only a few ( 10 bc . 10bd . 10be ) few are recognizable. The said tubular / channel-shaped receptacles serve to receive the free ends of the first arms, for. B. 103da . 103ea and 103fa , the boom 103a -F (cf. 15a ). The outriggers 103a -F are with their free ends of the first arms in said tube / channel-shaped receptacles of the central attachment structure 10b inserted and attached there in unspecified manner, for example screwed.

Additionally is in 15g nor a star-shaped cover element 10b ' for covering the central attachment structure 10b shown, which cover element 10b ' turn down-opening trough-shaped projections 10ba ' - 10BF ' which are intended to the respective first arm of the boom 103a -F cover. The cover element 10b ' settles with the central attachment structure 10b firmly connect, for example, by screwing, in this way on the boom 103a -F forces to distribute evenly over the entire arrangement. In its central area, the cover element 10b ' a breakthrough 10b ' inside, the rescue parachute 7 (See, for example 4 and 5 ) can be arranged. The rescue parachute is particularly well protected against external harmful influences in this way, in particular from damage caused by flying propeller fractions, which can occur, for example, bird strikes.

15h shows a further assembly / disassembly state of the aircraft 103 with removed lid elements 10a . 10b ' and 10c as well as with the boom pulled upwards 103d ,

As shown in 15i were also the other booms 103a c, 103e . 103f upwards from the central mounting structure 10b then pulled out to transport them to the aircraft 103 to stow away space-saving.

The representation in 15j shows again in detail the configuration of the central attachment structure 10b after removing the associated cover element 10b ' (see. 15i ). Thus, in 15j also the centrally arranged rescue parachute 7 recognizable. Furthermore, it can be 15j with a view to the cross-sectional shape of the channel-shaped receptacle 10bd for the boom 103d or his first arm 103da Also refer to the drop-shaped in cross-section configuration of the respective arms or generally the support structure of an aircraft according to the invention, so that this downwardly ordered air flow of the propeller 2 As little aerodynamic resistance opposes and accordingly designed aerodynamically low, in particular to reduce noise. This has already been mentioned above textually.

Also the representation in 16 relates to an aerodynamically favorable development of the aircraft according to the invention, which in particular in the embodiment according to the 15a - 15j can be used. However, the use of continuing education is according to 16 in no way limited only to the last described embodiment of the aircraft. The sectional view according to 16 shows an example of a propeller 2 with associated propeller shaft 2 ' and drive electric motor 3 , said arrangement being located at an in 16 with the reference number 1' designated frame part of the aircraft is attached. In the said frame part 1' For example, it may be the free end of a cantilever arm according to 15a -J act. reference numeral 23 in 16 denotes the rotor hub (cf. 9 ).

In the embodiment according to 16 is provided that the rotor hub 23 including the engine 3 with a conical panel 25 which is commonly referred to as a "spinner". This improves the aerodynamics and efficiency of the rotors. The disguise or the spinner 25 encloses as shown in 16 also the engine 3 and goes from its shape in the frame or the frame part 1' above. For this purpose, at the free end of the frame part is a circumferential step 1'' trained so that the fairing 25 in this area the frame part 1 overlaps. Although this in 16 not shown, may be provided in the overlap region, a seal, such as a labyrinth seal to the engine 3 to protect from moisture, especially from splashing water.

The streamlined fairing 25 (the spinner) rotates with the rotor or propeller 2 With. reference numeral 3 ' in 16 denotes an engine mount, which is used to attach the engine 3 on the frame part 1 serves.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• GB 2486787 A [0005]
• US 2006/0266881 A1 [0006]

Claims (26)

Vertical launching and landing aircraft ( 100 . 101 . 102 . 103 ) for transporting persons or loads with a plurality of, preferably similar and redundant, electric motors arranged substantially in one surface ( 3 . 3a -M) and propellers ( 2 . 2a F), wherein each propeller is associated with its own electric motor for driving the propeller, characterized in that for the attitude control of the aircraft ( 100 . 101 . 102 . 103 ) at least one position sensor ( 8a . 8 aa -An) in operative signal connection with at least one signal processing unit ( 8b . 8 ba -Bn) is provided, which signal processing unit is designed or set up, the position control taking into account measurement data of the position sensor by controlling the speed of at least a portion of the electric motors ( 3 . 3a -M) perform automatically, preferably by signal-technical action on the electric motors respectively associated speed controller ( 8DA - 8DM ), so that the aircraft without control inputs of a pilot or a remote control at any time with the by the propeller ( 2 . 2a -F) defined surface is located substantially horizontally in the room. Aircraft ( 100 . 101 . 102 . 103 ) according to claim 1, characterized in that the signal processing unit ( 8b . 8 ba -Bn) as a microprocessor, digital signal processor, microcontroller, FPGA, digital controller, analog processor, analog computer, analog controller, such. B. PID controller, or is designed as a hybrid processing unit of analog and digital elements. Aircraft ( 100 . 101 . 102 . 103 ) according to claim 1 or 2, characterized in that a desired flight behavior of the aircraft ( 100 . 101 . 102 . 103 ) by a pilot or by remote control by means of a default device ( 6 ), preferably in the manner of a joystick or joystick, can be predetermined and that by the signal processing unit ( 8b . 8 ba -Bn) the position control can be undertaken with additional consideration of electrical, preferably digital specification data of the default device Aircraft ( 100 . 101 . 102 . 103 ) according to claim 1 to 3, characterized in that at least a number of electric motors ( 3 . 3a -M) are designed as brushless DC motors. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 4, characterized in that the operative connection between the electric motor ( 3 . 3a -M) and propellers ( 2 . 2a -F) is gearless designed in the manner of a direct drive. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 5, characterized in that the electric motors ( 3 . 3a -M) and propellers ( 2 . 2a -F) are arranged in at least one hexagonal basic pattern. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 6, characterized in that at least the electric motors ( 3 . 3a -M) and propellers ( 2 . 2a -F) and, if applicable, further constituents ( 4 . 5 . 6 . 7 . 8th . 9 . 10 . 12 ) of the aircraft on a frame support structure ( 1 ) are arranged, wherein the frame of a space structure with preferably tension and compression-resistant struts ( 1a ), which have nodes ( 1b ), is formed in which space structure, the introduction of force, in particular by the electric motors ( 3 . 3a -M) and the propellers ( 2 . 2a -F), in the nodes ( 1b ) he follows. Aircraft ( 100 . 101 . 102 . 103 ) according to at least claim 7, characterized in that the propellers ( 2 . 2a -F) as far as possible from the struts ( 1a ) and / or that the struts ( 1a ) at least in the area of the propellers ( 2 . 2a -F) are formed aerodynamically favorable, preferably in the form of drops in cross-section, in order to counter the propeller air flow as little flow resistance as possible. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 8, characterized in that the propellers ( 2 . 2a F) are formed substantially rigid and without blade adjustment, wherein preferably the roots ( 22 ) of the rotor blades ( 21 ) the propeller have a defined flexibility to compensate for impact and pivoting movements, or that the rotor blades ( 21 ) are stiff and sufficiently robust designed to absorb impact and swivel forces. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 9, characterized in that the number of electric motors ( 3 . 3a -M) and propellers ( 2 . 2a F) is at least twelve, preferably 18, with most preferably the propellers ( 2 . 2a -F) are arranged substantially in a plane which plane is defined by the rotor circles swept by the propellers. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 10, characterized in that at least part of the propellers ( 2 . 2a -F) is inclined relative to a plane, preferably with a common angle of inclination (β), which plane through that of the remaining propellers ( 2 ) is defined over swept rotor circuit surfaces. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 11, characterized in that that of the propellers ( 2 . 2a -F) swept rotor circuit surfaces do not overlap each other. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 12, characterized in that the of the propellers ( 2 . 2a F) at least partially overlap one another for at least part of the propellers. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 13, characterized by a redundant design of position sensor ( 8 aa -An), signal processing unit ( 8 ba -Bn), speed controller ( 8DA -Dm) and / or electric motors ( 3a -m). Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 14, characterized by at least one rescue parachute ( 7 ) for the whole aircraft including pilot and / or payload, which rescue parachute ( 7 ) in a propeller-free area below or approximately at the height of the existing propeller ( 2 . 2a -F) is arranged. Aircraft ( 100 . 102 . 103 ) according to at least one of claims 1 to 15, characterized in that the aircraft, in particular the frame structure ( 1 ) according to claim 7, for transport into several parts ( 1' ) can be dismantled, preferably in a plurality of cantilever modules with most preferably in each case several, for example three, electric motors ( 3 ) and propellers ( 2 ), which electric motors and propellers are preferably arranged in a triangular configuration, and / or has a plug / fold mechanism. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 16, characterized in that for torque compensation in each case the same number of left-handed (L) as right-handed (R) propellers ( 2 ) are provided. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 17, characterized by a cockpit ( 10 ) or a seat ( 4 ) for at least one pilot, which cockpit or which seat is preferably below one plane of the propellers ( 2 . 2a -F) is arranged, most preferably approximately centrally. Aircraft ( 100 . 101 . 102 . 103 ) according to at least claim 18, characterized in that the cockpit ( 10 ) or the seat ( 4 ) pivotable about the pitch axis ( 12 ) is suspended, preferably on the frame structure ( 1 ) according to claim 7, most preferably separable, in particular to move autonomously on the water. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 19, characterized by a landing gear with elastic, preferably air-filled elements ( 9 ), Wheels, runners ( 9 ' ) and / or the like, which Landegestell most preferably at the cockpit ( 10 ) or the seat ( 4 ) is arranged according to claim 18. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 20, characterized in that for supplying the electric motors ( 3 . 3a -M) at least one energy converter ( 5 ' ) is provided for providing electrical energy, preferably an internal combustion engine with a generator, a fuel cell assembly or the like, wherein highly preferably for temporarily storing the electrical energy provided at least one energy storage ( 5 . 5a -M) is provided, in particular accumulator, supercapacitor or the like, with which energy storage the electric motors ( 3 . 3a -M) are in electrical connection. Aircraft ( 100 . 101 . 102 . 103 ) according to at least claim 21, characterized in that the energy store ( 5 ) is arranged centrally approximately to supply a plurality of electric motors ( 3a -m). Aircraft ( 100 . 101 . 102 . 103 ) according to at least claim 22, characterized in that a plurality of energy stores ( 5a -M) are arranged decentrally to supply in each case a subgroup of electric motors ( 3a -M), wherein preferably each electric motor has its own energy storage. Aircraft ( 101 . 102 . 103 ) according to at least one of claims 1 to 23, characterized by at least one additional drive device ( 13 ), preferably drive propellers, for assisting the forward flight, which additional drive device most preferably at the cockpit ( 10 ) or the seat ( 4 ) is arranged according to claim 18 and comprises a steering device. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 24, characterized in that the propellers ( 2 . 2a -F) are designed as freewheeling propellers with preferably fixed propeller shaft. Aircraft ( 100 . 101 . 102 . 103 ) according to at least one of claims 1 to 25, characterized in that the plurality of propellers comprises at least a relatively larger propeller and a number of relatively smaller propellers, wherein preferably the smaller propellers are arranged around the larger propeller.

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