DE102012202698B4 - aircraft - Google Patents

Abstract

Vertically taking off and landing aircraft (100, 101, 102, 103) for transporting people or loads with several electric motors (3, 3am) and propellers (2, 2a-f), each propeller being assigned its own electric motor for driving the propeller , characterized in that for the position control of the aircraft (100, 101, 102, 103) at least single redundant position sensors (8a, 8aa-an) are provided in signaling operative connection with at least single redundant signal processing units (8b, 8ba-bn), which Signal processing units are designed or set up to carry out the position control automatically, taking into account measurement data from the position sensors, by controlling the speed of at least some of the electric motors (3, 3a-m), so that the aircraft can at any time communicate with a through the propeller (2, 2a-f) defined area is horizontal in space; andthe electric motors (3, 3a-m) and propellers (2, 2a-f) are arranged in at least one basic hexagonal pattern.

Description

The present invention relates to a vertically taking off and landing aircraft for transporting people or loads (payloads) with a plurality of electric motors and propellers, with each propeller being assigned an electric motor for driving the propeller, according to the preamble of claim 1.

Such aircraft are also referred to as VTOL after the English designation "vertical take-off and landing". In the present description, the term “multicopter” is also used as an alternative. In this context, the invention is not limited to aircraft that are controlled by a pilot flying with the aircraft, but also includes aircraft that can be used for the remote-controlled or autonomous transport of corresponding payloads.

Vertical take-off aircraft with multiple propellers or rotors are known. Combustion engines were regularly used as the drive, but they can only be controlled slowly and relatively imprecisely. Fast attitude control for the aircraft is practically impossible to achieve in this way. For this reason, blade adjustment of the rotors is provided for faster position control, for example in previously known aircraft in the form of helicopters. However, this leads to a greatly increased construction and cost effort and in operation to significant wear.

In the field of model building, aircraft with four or six propellers and an electric drive are known, in which the position control in flight is achieved by rapid changes in the speed of the electric drives used. A mere scaling of this concept for the construction of man-carrying aircraft would, however, lead to a considerable safety risk, since the aircraft would no longer be controllable if only one electric motor failed. In addition, with scaled-up propellers, the time required for a change in thrust would be so great that rapid attitude control would again not be achievable.

From the GB 2 468 787 A an aircraft is known which is basically designed in the manner of a conventional wing aircraft. In order to be able to take off and land vertically, it has a number of electric engines, which are designed as turbofan engines and can be pivoted. The advantage of the higher static thrust of the turbofan engines are offset by clear disadvantages, for example the increased production costs with narrow tolerances and the relatively poor aerodynamics when flying forward.

From the US 2006/0266881 A1 a generic aircraft with several electrically driven rotors or propellers is known. Electric motors with brushes and gears are used to drive the propellers, which means relatively high wear and tear and maintenance costs. In addition, the pilot alone is responsible for controlling the position of the previously known aircraft using the joystick, which fundamentally rules out the use of the aircraft for people without the relevant training and experience.

From the Wikipedia article "Quadrocopter" (in the version of February 7, 2012) it is known that based on the concept of the quadrocopter there are a large number of variants with, for example, six, eight or even more rotors, which are then also known as hexacopters, octocopters , or even more generally referred to as a multicopter. A geometry of the arrangement of the rotors in such aircraft will not be discussed further.
The invention is based on the object of creating an inexpensive, low-wear and low-maintenance aircraft of the type mentioned at the outset, which can also be used easily and safely by people with little or no prior training in flying. The aircraft should be suitable for use as a man-carrying aircraft or for the remote-controlled or autonomous transport of payloads and should be designed to be as compact as possible.

This object is achieved according to the invention by a vertically taking off and landing aircraft with the features of claim 1. Advantageous developments of the invention are the subject matter of subclaims, the wording of which is included in the description by express reference in order to avoid text repetitions.

According to the invention is a vertically taking off and landing aircraft for transporting people or loads with multiple electric motors and propellers, each propeller is assigned its own electric motor for driving the propeller, characterized in that for the position control of the flight device with at least one redundant position sensors are provided in an active signaling connection with at least one redundant signal processing units, which signal processing units are designed or set up to carry out the position control automatically, taking into account measurement data from the position sensors, by controlling the speed of at least part of the electric motors, preferably by means of signaling speed controllers assigned to each of the electric motors, so that the aircraft is essentially horizontal in space at all times without control inputs from a pilot or remote control; and that the electric motors and propellers are arranged in at least one basic hexagonal pattern.

The above-described attitude control of the aircraft according to the invention thus ensures that the aircraft is always horizontal in space without control inputs from the pilot or the remote control. The term "horizontally in space" is understood to mean an orientation in which a surface defined by the essentially planar arranged propellers is aligned horizontally in space, i.e. approximately parallel to the ground or with its normal vector parallel to the direction of gravitational acceleration. This corresponds to a resting hovering state of the aircraft. As already explained, the position control takes place taking into account measured data from the position sensors, which measured data are processed or evaluated by the signal processing units in terms of signals and/or computational technology. A correspondingly generated position control signal from the signal processing units is used to control the speed of at least some of the drive motors (electric motors). In addition, the attitude control, as also already explained, takes place automatically, in such a way that the aircraft is located horizontally in space, in particular without control inputs from a pilot and a remote control. An increased level of failure protection is achieved by the at least single redundant design of the signal processing unit and position sensors according to the invention.

In order to keep the required area and correspondingly the external dimensions and the weight of the aircraft as low as possible, the aircraft according to the invention provides for the electric motors and propellers to be arranged in at least one hexagonal basic pattern. A double hexagonal arrangement of the electric motors and propellers is particularly preferred, which results in an extremely preferred number of electric motors and propellers, which is preferably 18, if a central area is kept free, which will be discussed in more detail below. Basically, a corresponding further development of the aircraft according to the invention generally provides that it has at least twelve electric motors and propellers.

In the course of a first development of the present invention, it is provided that the signal processing units are designed as microprocessors, digital signal processors, microcontrollers, FPGAs (Field Programmable Gate Arrays), digital controllers, analog processors, analog computers, analog controllers, such as PID controllers, or as hybrids Processing unit is formed from analog and digital elements. In this way, the attitude control of the aircraft can be flexibly adapted to the respective circuitry and/or regulatory requirements.

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

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 in the form of brushless direct current motors (BLDC). In this way, a particularly cost-effective, 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 in the manner of a direct drive. Such a realization also contributes to a particularly cost-effective design of the aircraft. In addition, by doing without gears, the mass of the aircraft can be reduced, which has a positive effect on the payload that can be transported.

Although it is basically within the scope of the present invention to arrange the propellers or rotors with an overlap, another preferred development of the aircraft according to the invention provides that the propellers are arranged essentially in a common plane, which plane is defined by the rotor circular surfaces swept by the propellers is, whereby the propellers or rotors do not overlap.

In order for the aircraft to have 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, if necessary, other components of the aircraft are arranged on a frame support structure, with the frame consisting of a Space frame is formed with preferably tension and compression struts. The struts are connected to one another via nodes, and the introduction of forces, in particular the introduction of the weight and thrust forces caused by the electric motors and the propellers, takes place at the nodes of the space structure.

In the present case, the term “space structure” is understood to mean a structure made up of struts or the like connected to one another, which is not formed or arranged in a flat manner in one plane, but rather three-dimensionally in space. In particular, compared to the model construction aircraft mentioned at the outset, this results in a significant improvement in the achievable stability, since such model construction aircraft regularly use bending beams, which are subjected to bending and torsion loads by the components of the aircraft, in particular the propellers and motors . 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 loaded in tension and compression, whereby the multicopter described here with its electric drive can safely carry and transport relatively large payloads.

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 at a distance as far as possible from the struts of the space structure. The term “spaced as far apart as possible” is understood here to mean that the propellers are arranged on propeller shafts that are as long as possible but sufficiently stable, so that a large distance from the stated struts of the frame support structure is achieved with the required stability. In addition or as an alternative, it can be provided that the struts are designed aerodynamically, at least in the area of the propeller, preferably in a drop-shaped cross section, in order to offer as little flow resistance as possible to the propeller air flow. For this it makes sense if the rounded front side of the teardrop profile faces the propeller. As a person skilled in the art recognizes, the strut cross section is not limited to the drop shape mentioned as an example here, but can also assume any other aerodynamically favorable shape.

As already mentioned, the position control in an aircraft according to the invention is based on the purely electronic speed change of individual electric motors. In contrast to previously known aircraft, it is therefore not necessary to provide blade adjustment for the individual propellers. In this context, another development of the aircraft according to the invention provides that the propellers are designed to be essentially rigid and without blade adjustment. The roots of the rotor blades of the propellers can have a defined flexibility to compensate for flapping and pivoting movements, which flapping and pivoting movements are also known from previously known aircraft such as helicopters or the like. In this case, the propellers are advantageously made of a fiber-reinforced plastic material, with the blade root being able to have increased flexibility due to an only unidirectional orientation of the fibers in this area. Rigid propellers without blade adjustment have significantly less wear, are easier to maintain and are more reliable than propellers with blade adjustment or joints.

As already mentioned, the aircraft according to the invention has at least twelve or more propellers and a corresponding number of electric motors as part of a corresponding development. This makes a decisive contribution to minimizing safety risks in flight operations.

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

In order to positively influence the yawing behavior of the aircraft according to the invention, another development of the same provides that at least some of the propellers are arranged inclined relative to a plane, preferably with an angle of inclination that is at least the same in terms of amount, with the said plane passing through that of the remaining, non-inclined planes Propellers swept rotor circular areas can be defined. Said angle of inclination is preferably between about 1° and 5°. Whether said angle of inclination relative to said plane is positive or negative may depend on the direction of rotation of the propeller in question. Preferably, the inclined propellers are provided at the outer corners of the aforementioned hexagonal array.

In order to be able to use the aircraft according to the invention as flexibly as possible, another further development provides that the aircraft and here in particular the mentioned frame structure can be dismantled into several parts for transport. It has turned out to be particularly advantageous if the frame structure can be dismantled into a number of boom modules, each with preferably a number of, for example three, electric motors and propellers. Said electric motors and propellers of each boom can be arranged in a triangular configuration. In addition or as an alternative, the aircraft can have a folding mechanism, for example in order to achieve a space-saving transport configuration by simply pivoting the extension modules mentioned.

In order to achieve torque compensation for the aircraft according to the invention, another preferred development provides that the same number of left-hand and right-hand propellers are provided.

An extremely preferred development of the aircraft according to the invention provides that it has a pilot's cockpit or a seat for at least one pilot. The cockpit or seat may be located below a plane of the propellers, preferably approximately centrally, most preferably just below, the rescue parachute.

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

In this context, it has also turned out to be advantageous if the aircraft according to the invention has a landing frame with elastic, preferably air-filled elements, wheels, skids or the like in the course of yet another further development. This landing gear can be located on the cockpit or on the seat.

In order to increase the range of the aircraft according to the invention, another development can provide for at least one energy converter to supply electrical energy, in particular during flight operations, to be provided to supply the electric motors. This energy converter can 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 in the form of an accumulator, supercapacitor or the like, again in combination. Furthermore, it can be provided in this context that the energy storage device and the electric motors are electrically operatively connected in order to supply the electric motors with electrical energy temporarily stored in the energy storage device. The energy converter addressed above is also referred to as a “range extender” in the course of the present description.

In the course of another development of the aircraft according to the invention, the energy store can be arranged in such a way that it is located approximately centrally within the aircraft and is used to supply a plurality of electric motors. Alternatively, however, provision can also be made for the aircraft to have a plurality of energy stores arranged in a decentralized manner, which energy stores serve to undersupply a subgroup of electric motors in each case. In this context, each electric motor is most preferably assigned its own energy store.

The above-mentioned division of the energy storage (example: rechargeable batteries) into several blocks can be evaluated according to various criteria with regard to the advantages and disadvantages. All three variants (only one central energy store; two to three energy stores; one energy store per electric motor) make sense, and in practice the decision is made on the basis of the different weighting of the individual criteria. The rating is in the order ++/+/o/-, where ++ means the best rating and - the worst rating: Arrangement of batteries Central 2-3 blocks 18 blocks resiliency - + ++ handling + ++ - exchange batteries ◯ ++ - expense housing ++ + - Cable to the motor controller - ◯ ++ cable to the charger ++ + - Effort BMS ++ + - effort charger + + ◯ center of gravity + ++ ◯ Weight + ◯ - warming - ◯ ++ ON/OFF switch ++ ◯ -

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 further development provides that the aircraft has at least one additional drive device, preferably in the form of a drive propeller (especially a pusher propeller). This additional drive device can be arranged on the pilot's cockpit or the seat. It can also include a steering device or can itself be pivotable.

A particularly simple and cost-effective implementation of the aircraft according to the invention results if this is designed in a further development of the basic idea of the invention with free-running propellers in contrast to the turbofan engines known from the cited prior art, which propellers can also preferably have a fixed propeller shaft, i.e. not pivotable are trained.

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. Given these contradictory requirements, there is an optimum size for the propellers for a given engine type, which can be realized with a corresponding further 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 hovering is given by: $$P=\frac{1}{\mathrm{<figure-callout\; id="3"\; label="\xi \; S"\; filenames="DE102012202698B4\_0008.png,DE102012202698B4\_0009.png"\; state="\{\{state\}\}">\xi </figure-callout>}}\sqrt{\frac{S^{}}{}}\sqrt{\frac{{}^3}{2\rho A}}$$

with the thrust S, the rotor area A, the air density ρ and the quality ζ. For hovering, the thrust must be exactly the same as the weight.

The specific thrust S/P is given by: $$\frac{S}{P}=\mathrm{<figure-callout\; id="2"\; label="\xi "\; filenames="DE102012202698B4\_0006.png,DE102012202698B4\_0007.png"\; state="\{\{state\}\}">\xi </figure-callout>}\sqrt{2\rho }\sqrt{\frac{1}{S/A}}$$

Here, S/A is the rotor surface loading. As you can see, the larger the rotor area (or the smaller the rotor surface loading), 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: $$J={\displaystyle \sum _i^N{m}_i{\mathrm{<figure-callout\; id="2"\; label="right\; i"\; filenames="DE102012202698B4\_0006.png,DE102012202698B4\_0007.png"\; state="\{\{state\}\}">right</figure-callout>}}_i^{}}$$

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

wobei die notwendige Winkelbeschleunigung α aus der Dynamik der Steuervorgänge des gesamten Systems bestimmt werden muss. Der zweite Teil entsteht aus dem Widerstand des Rotors und ist gegeben durch den Leistungsbedarf P des Rotors bei der Winkelgeschwindigkeit ω.The torque M to be applied by the motor is given by: $$M=Ja+P/\omega$$

where the necessary angular acceleration α has to 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.

In contrast to conventional aircraft propellers, the rotors preferably used with a corresponding design of the aircraft according to the invention have a very low pitch/diameter ratio of, for example, about 0.3 in order to make the rotor circular area as large as possible, but at the same time the torque and thus the power , not to let it rise too much.

The flapping and pivoting movements that are common in helicopters also occur in the multicopter in fast forward flight due to the different lift on the advancing and retreating blades of the propeller. As described, these forces can be absorbed by the rotors by means of an appropriate elastic design of the same.

The characteristic data for three different rotor diameters are given in the following table by way of example, as they can be used within the scope of the present invention, a single-seat aircraft with 18 rotors being assumed, without the invention being limited thereto.

Power requirements 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 Empty weight including batteries [kg] 110 112 114 Pilot mass [kg] 80 80 80 Take-off mass Mtow [kg] 190 192 194 Jet surface load [kg/m^2] 16.2 13.3 10.9 total beam power [kW] 14.9 13.7 12.5 Motor/controller efficiency 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 of batteries [kWh] 8.0 8.0 8.0 Mass of batteries [kg] 54 54 54 flight duration [min] 21.2 23:1 25.3

For better transport, the multicopter can either simply be dismantled or folded up in the course of a corresponding development of the invention. This is done either by dividing it into individual modules, which are connected to one another by screws or quick-release fasteners before starting, by a pivoting mechanism, by a plug-in mechanism or by a folding mechanism, such as with a clothes dryer.

The multicopter is advantageously almost maintenance-free. This is achieved in the course of appropriate configurations, in particular through the use of brushless electric motors, which contain ball bearings as the only wearing parts. Otherwise, with an appropriate design, any mechanics are deliberately dispensed with, such as gears, sliding contacts, blade adjustment, etc. These design features, in addition to simplicity and ease of maintenance, also achieve a high level of reliability. Brushless external rotor motors are preferably used, which are designed for a correspondingly low speed and higher torque to match the rotor.

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

Of course, it is also possible to provide a number of rescue parachutes for the entire aircraft. It is particularly advantageous here if the hangers (lines) of the parachutes are arranged near or above the center of gravity of the aircraft. This also applies in the same way to a single rescue parachute. As the person skilled in the art will easily recognize, in this context it is not necessary for all parachutes to attack exactly in the center of gravity or precisely above the center of gravity; rather, an arrangement around the center of gravity is also possible, so that the rescue parachutes in their entirety can be located in the center of gravity or directly above the center of gravity. attack above the center of gravity.

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

• 1 zeigt die Draufsicht auf eine erste Ausgestaltung des erfindungsgemäßen Fluggeräts;
• 2 zeigt eine Frontalansicht des Fluggeräts aus 1;
• 3 zeigt das Fluggerät gemäß 2 mit geöffnetem Rettungsfallschirm;
• 4 zeigt eine Seitenansicht einer zweiten Ausgestaltung des erfindungsgemäßen Fluggeräts mit einer Pilotenkanzel;
• 5 zeigt das Fluggerät aus 4 mit abgekoppelter Pilotenkanzel;
• 6 zeigt das Blockschaltbild einer Elektronikanordnung zur Lageregelung und Motorsteuerung bzw. Energieversorgung bei einem nicht zur Erfindung gehörigen Fluggerät;
• 7 zeigt das Blockschaltbild einer alternativen Elektronikanordnung zur Lageregelung und Motorsteuerung bzw. Energieversorgung bei einem erfindungsgemäßen Fluggerät;
• 8 zeigt schematisch die Drehrichtungen der einzelnen Propeller bei einem erfindungsgemäßen Fluggerät;
• 9 zeigt eine Draufsicht und einen Querschnitt eines Propellers für ein erfindungsgemäßes Fluggerät;
• 10 zeigt schematisch die relative Winkellage der Propeller bei einem erfindungsgemäßen Fluggerät;
• 11 zeigt schematisch den modularen Aufbau eines erfindungsgemä-ßen Fluggeräts, insbesondere das Fluggerät gemäß 1;
• 12 zeigt schematisch einen alternativen modularen Aufbau einer wieder anderen Ausführungsform des erfindungsgemäßen Fluggeräts in der Draufsicht;
• 13a, b zeigen das Fluggerät gemäß 12 in der Seitenansicht und in verschiedenen Flugzuständen;
• 14 zeigt das Fluggerät gemäß 12 und 13a, b in seinem Transportzustand;
• 15a-j zeigen den modularen Aufbau einer anderen Ausgestaltung des erfindungsgemäßen Fluggeräts in verschiedenen Montage-/Demontagezuständen; und
• 16 zeigt einen Schnitt durch eine besondere Ausgestaltung eines Rotors für ein erfindungsgemäßes Fluggerät.

Further properties and advantages of the present invention result from the following description of exemplary embodiments with reference to the drawings.

• 1 shows the plan view of a first embodiment of the aircraft according to the invention;
• 2 shows a front view of the aircraft 1 ;
• 3 shows the aircraft according to 2 with deployed rescue parachute;
• 4 shows a side view of a second embodiment of the aircraft according to the invention with a pilot's cockpit;
• 5 indicates the aircraft 4 with detached pilot's cockpit;
• 6 shows the block diagram of an electronic arrangement for position control and motor control or energy supply in an aircraft not belonging to the invention;
• 7 shows the block diagram of an alternative electronic arrangement for position control and motor 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 aircraft according to the invention;
• 10 shows schematically the relative angular position of the propellers in an aircraft according to the invention;
• 11 shows schematically the modular structure of an aircraft according to the invention, in particular the aircraft according to FIG 1 ;
• 12 shows schematically an alternative modular structure 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 condition;
• 15a-j show the modular structure of another embodiment of the aircraft according to the invention in different assembly/disassembly states; and
• 16 shows a section through a special embodiment of a rotor for an aircraft according to the invention.

1 shows a first embodiment of the aircraft according to the invention in plan view. The aircraft is denoted in its entirety by the reference numeral 100 and initially comprises an overall hexagonal frame support structure or frame structure 1 for short, which is formed from a number of tensile and pressure-resistant struts 1a, of which 1 for reasons of clarity, only a few are explicitly designated. The struts 1a form essentially triangular “unit cells” of an overall hexagonal (hexagonal) arrangement and are linked to one another at node points 1b, resulting in a three-dimensional space structure in the form of a three-dimensional lattice construction, as can be seen in particular from the front view according to FIG 2 is evident. The struts 1a can be made of any suitable material that has sufficient strength and stability with a low dead weight, for example in (light) metal, plastic, wood or in a hybrid/composite material.

How out 1 and 2 Furthermore, a total of 18 propellers 2 are arranged at the upper nodes 1b of the frame structure 1, which lie in a common plane. According to the illustration in 1 the propellers 2 are arranged at the nodes 1b of the frame structure 1 or the space structure in such a way that a hexagonal surface filling results, with the position in the center of the arrangement (at reference number 7) remaining propeller-free for a specific reason, which will be discussed in more detail below .

Dashed circles are drawn in 1 Furthermore, the rotor circular surfaces of the propeller 2, that is, those areas that are swept by the rotating propeller 2. As you can see in the figure 1 easy to see, in the configuration of the aircraft 100 according to the invention shown there, the propellers 2 do not overlap with their circular rotor surfaces, but without the present invention being restricted to such an arrangement. By suitably selecting the length of the struts 1a or the propeller diameter, arrangements can also be achieved in which the propellers 2 overlap with their circular rotor surfaces, so that they would have to be arranged on different levels accordingly.

A high specific strength is achieved by the already mentioned design of the frame as a three-dimensional lattice structure. The introduction of force, in particular the weight and thrust of the propeller 2 and motors 3, takes place at the nodes 1b of the space structure. As a result, the struts 1a or carriers are only subjected to compression and tension, but not to bending or torsion. This arrangement and the use of lightweight components or materials for the frame structure 1, the propellers 2, the motors 3 and other components of the aircraft 100 keep the overall weight as low as possible.

At reference numeral 4 is in the 1 and 2 a pilot's seat is shown, which can be suspended in the frame structure 1, for example by means of an elastic harness, which is not shown in more detail in the figures for reasons of clarity. The pilot's seat 4 is preferably suspended from the nodal points 1b of the frame structure 1. The elastic suspension of the pilot's seat 4 enables harder impacts to be cushioned.

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

Numeral 6 in FIGS 1 and 2 refers to a control stick in the manner of a joystick, which is used to transmit control commands and position specifications from a pilot (not shown) in the seat 4 to position control and control electronics, which in turn are operatively connected to the electric motors 3 in terms of signals and control, in order to influence the flight behavior of the aircraft 100 as a whole via the respective engine speed. The electronics mentioned are in the 1 and 2 shown at reference number 8 and can be arranged in particular in the vicinity of the pilot's seat 4 (here behind the pilot's seat 4).

Numeral 7 in FIGS 1 and 2 denotes a rescue parachute for the entire aircraft 100 including the pilot or payload, present in its folded and packed state. The rescue parachute 7 is arranged in the propeller-free central area of the frame structure 1, to which reference has already been made, so that it can unfold freely upwards. Alternatively, several (small) parachutes can be provided, which together form a so-called overall rescue system. The parachute 7 is different from the 1 and 2 preferably arranged below a plane defined by the propeller 2, so that any propeller fragments flying around (e.g. in the event of a bird strike) do not damage it as far as possible.

Reference number 9 (cf. 2 ) denotes the landing gear of the aircraft 100, which according to the in 1 and 2 shown embodiment is in the form of air-filled balls, which on the one hand serve as suspension and on the other hand act like floats when the aircraft 100 lands in water in order to prevent the aircraft 100 from sinking.

3 shows the aircraft 100 according to the 1 and 2 with the rescue parachute 7 open, in order to safely guide the aircraft 100 to the ground, in particular if an excessive number of electric motors 3 fail or if there are other faults. Otherwise, the reference symbols in 3 those in 1 and 2 .

In the 4 and 5 An alternative embodiment of the aircraft according to the invention is shown, which is designated in its entirety with the reference number 101. Otherwise, the same reference symbols again correspond to the same elements or elements that act in the same way.

The frame structure 1 is according to 4 and 5 in turn formed of struts 1a, which are linked to each other at nodes 1b, however, has a relation to the 1 - 3 different overall geometry. Instead of the "open" pilot seat 4 according to the 1 - 3 has the design according to 4 and 5 an enclosed pilot's cabin or canopy 10 having a windshield 11 to allow the pilot (not shown) to view. The pulpit or cabin 10 is hinged to the frame structure 1 at 12 . The joint 12 is preferably designed as a swivel joint, so that the pulpit or cabin 10 can be rotated around the in 4 and 5 can be pivoted on the pitch axis of the aircraft 101 oriented perpendicularly to the plane of the sheet. As in 5 is shown, the pulpit or cabin 10 can be separated from the frame structure 1 in the area of the joint 12 in order in particular to also move forward autonomously. For this purpose, the pulpit or cabin 10 has its own (additional) drive device in the form of a pusher propeller 13 with a corresponding motor (preferably also electrically operated), which drive device is arranged in the rear area of the pulpit or cabin 10 in the present case. Nevertheless, the invention is in no way limited to such an arrangement of the additional drive device, which could alternatively also be designed as a traction propeller in the front area of the pulpit or cabin 10 .

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

The in the 1 - 3 Components of the aircraft 100 according to the invention that are also shown with the reference numbers 4, 5, 6 and 8 are located in the embodiment 101 according to FIGS 4 and 5 within the pulpit or cabin 10 and are therefore not shown separately.

6 and 7 show possible configurations for electronic systems (electronic systems) for position control and control of the aircraft 100 and 101. The electronic systems are in the 6 and 7 each denoted by the reference numeral 8, which corresponds to the already mentioned reference numeral 8 according to the 1 - 3 corresponds in principle, in particular with regard to the arrangement of the relevant electronics within the aircraft 100 or 101.

According to the block diagram of a comparative example not according to the invention in 6 the position regulation/control electronics 8 initially includes a position sensor 8a, which position sensor 8a is designed to continuously measure the position and orientation of the aircraft in space with regard to the three translational and three rotational degrees of freedom. According to the configuration according to the invention in 7 the position sensor system mentioned is redundant and comprises there first to n-th position sensors 8aa to 8an. The position sensor 8a or the position sensors 8aa-n is or are in signal-technical operative connection with (each) a signal processing unit, in the present example and without limitation each a microcontroller 8b or 8ba-8bn. The microcontroller(s) 8b or 8ba-n are connected via a bus interface 8c to motor control units (motor controllers) 8da-8dm in the manner of a speed controller, with each motor controller 8da-m being assigned to one of a total of m brushless electric motors 3a-3m. to control the latter, in particular to adjust the engine speed.

According to the design in 6 a single, central energy storage device 5 with a battery management system BMS is provided, which energy storage device 5 is connected to all motor controllers 8da-m in order to supply them or the associated electric motors 3a-m with electrical energy. On the other hand, there are in accordance with the design 7 several energy stores 5a-5m, each motor controller 8da-m having its own energy store 5a-m assigned. Next is in accordance with the design 7 a range extender 5' is provided, which has already been pointed out above. This is line-connected to the energy stores 5a-m and ensures that these are always sufficiently filled during the flight. The range extender 5′ can in particular be designed as an internal combustion engine with a generator, as a fuel cell arrangement or in some other way.

As one skilled in the art easily recognizes, elements of the electronics assembly 8 can be in accordance with 6 and 7 combine in almost any way. For example, the range extender 5 'according to 7 also in accordance with the design 6 be used to charge the energy store 5 there. Furthermore, it is within the scope of the present invention to provide a plurality of energy stores 5, 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 to the number of position sensors and/or microcontrollers. Also the Range Extender 5' according to 7 can be redundant.

The configurations in the 6 and 7 has in common that the control stick or joystick 6 already mentioned above is connected to the microcontroller 8a or 8ba-n. Using the joystick or joystick 6, it is possible for the pilot to transmit position regulation or control specifications in preferably digital, electrical form to the microcontroller(s) 8b or 8ba - n, which specifications can be transmitted there together with the measurement data from the position sensor 8a or the Position sensors 8aa - n are used for position control and for controlling the aircraft. If several microcontrollers 8ba - n are present, they can check each other to increase flight safety. The control information for the electric motors 3a - m and the associated motor controllers is derived from the data for the position, speeds and accelerations of the aircraft in three-dimensional space, which are supplied by the position sensors 8a and 8aa - n and evaluated by the microcontrollers 8b and 8ba - n 8a-m calculated so that with the aircraft according to the invention a uniform hovering is possible, even under external disturbances such as gusts of wind and turbulence.

As already mentioned, it is controlled by electronic regulation of each individual electric motor 3a-m. Several motors 3a-m can be combined into groups. This is a modification of 6 and 7 to be understood to the effect that a motor controller is then assigned to several motors in order to control them with regard to their speed.

There are preferably the same number of left-hand and right-hand propellers or motors in order to achieve angular momentum compensation and to prevent the aircraft from turning altogether. this is in 8th shown as an example, where only the circular areas swept by the propellers or their radius are shown (cf. 1 ). Arrows R denote right-hand propellers, while arrows L denote left-hand propellers. For clarity, not all arrows are in 8th explicitly designated. The angular momentum balance already mentioned implies that there should always be an even number of propellers. The specific representation in 8th shows a sensible distribution of the directions of rotation, where possible opposite propellers have opposite directions of rotation R, L.

The aircraft 100, 101 climbs or sinks by slightly increasing or decreasing the speeds of all the motors 3 or 3a-m. The pitch and roll movements are controlled by increasing the speeds of several motors 3, 3a-m on each side of the aircraft, while the motor speeds on the opposite side are correspondingly reduced (front/back or right/left). The overall thrust remains unchanged. The yaw movement is controlled in that the speed of all motors 3, 3a-m in one direction of rotation R, L is increased, while the speed is reduced in the other direction of rotation. The overall thrust also remains unchanged. In order to increase the response of the aircraft 100, 101 in the direction of yaw movement, some propellers 2 and motors 3, 3a - m are inclined at a small angle to the horizontal, the horizontal of the above with reference to 1 mentioned level. this is in 10 clearly shown.

10 shows the propeller arrangement according to 1 or 8th , in which six propellers are inclined to the horizontal plane mentioned. These propellers are in 10 explicitly designated by reference numerals 2a - 2f. Shown again are only circles of swept rotor-circle-areas. According to the illustration in 10 the inclined propellers 2a-f sit at the outer corners of the hexagonal arrangement and thus have the greatest possible lever arm around the vertical axis of the aircraft 100, 101. In the case of propellers turning to the left when viewed from above - according to 10 if these are the propellers 2a, 2c and 2f- the specified tilt or pitch angle beta (β) is positive (+beta), for clockwise rotating propellers the angle beta is negative (-beta). The amount of tilt or tilt angle is between about 1° and 5°, depending on the desired response. The direction of inclination is selected in such a way that the yaw movement of the aircraft is supported in the same direction as the propeller.

In 9 two views of a possible embodiment of the propeller 2 or 2a - f are shown, namely a top view and a smaller cross-sectional view of a propeller or rotor blade 21. In addition to the rotor blades 21 already mentioned, the propeller or rotor 2 has a hub 23, the Rotor blades 21 are connected to the hub 23 via so-called blade roots 22. Reference numeral 24 also shows an opening 24 for the motor shaft (not shown). In contrast to conventional aircraft propellers, the propellers or rotors 2 preferably used in the context of the present invention have a very low pitch/diameter ratio of 0.3, for example, in order to make the rotor circular area as large as possible, but at the same time the torque and thus the required drive power to keep as low as possible.

The flapping and pivoting movements that are usual in conventional helicopters also occur in the aircraft presented here in fast forward flight due to the different lift forces on the advancing and retreating rotor blade 21 . These forces can be absorbed in that the blade roots 22 of the propellers or rotors 2 are designed to be elastic. For this purpose, the rotor blades 21 and the blade roots 22 can consist of a fiber composite material, preferably carbon fiber reinforced plastic (CFRP). The hub 23 is preferably made of aluminum or a comparable material, and the blade roots 22 are clamped into the hub 23, which in turn is centered by the motor shaft (at reference number 24). In order to adjust the elasticity in the area of the blade root in a targeted manner, only unidirectional fibers are used there, which are staggered, ie, reach into the rotor blade 21 with different lengths. A fabric is preferably used as the cover layer on the rotor blade 21 itself.

Alternatively, the impact and pivoting forces can also be absorbed by a sufficiently robust, rigid design of the rotor blades and the motor shaft. The rotor blades are then designed to be as little elastic as possible, but inelastic (stiff) and sufficiently robust.

In conventional helicopters, symmetrical rotor blade profiles are preferably used, which have a better pressure point stability during cyclic blade adjustment compared to asymmetric However, technical profiles have the disadvantage of lower buoyancy. In the case of the aircraft 100, 101 proposed here, which advantageously have no possibility of blade adjustment, asymmetrical rotor blade profiles with higher lift can thus be used. Such a leaf profile is shown in the lower right corner 9 shown as an example.

11 1 shows schematically based on the aircraft 100 according to FIG 1 and 2 its possible modular structure in order to improve transportability.

As shown in the schematic in 11 shows, the frame structure is 1 ( 1 ) can be dismantled into a series of modules 1', which modules each comprise three propellers or rotors 2 with the associated electric motors 3, each in a planar triangular arrangement. The individual frame structure modules 1' are in turn assembled from struts 1a, which are connected to one another at nodes 1b. For reasons of clarity are also in 11 not all struts 1a or nodes 1b are explicitly designated. The individual modules 1' can be connected to one another by screwing, bracing, clipping, latching or in some other suitable manner. The "central unit" consisting of the pilot's seat 4, energy storage devices 5, control stick 6, rescue parachute 7 and electronics arrangement 8 is then connected to the assembled frame structure in order to produce the complete aircraft 100.

An alternative solution provides for the individual modules 1 ′ not to be completely separable, but to be foldable or collapsible on top of one another, in order in this way to create a space-saving transport option for the aircraft 100 as well. For this purpose, appropriate hinge or joint devices are to be provided at suitable module connection points, as the person skilled in the art will readily recognize.

The 12 , 13a , 13b and 14 show another embodiment of the aircraft according to the invention, which is denoted here in its entirety by the reference numeral 102. Similar to the aircraft 101 according to the 4 and 5 there is a pulpit or cabin 10, which is extended to the rear in a fuselage-like area 10' and in the rear area again has an additional drive device 13 in the manner of a pusher propeller with a corresponding motor arrangement (cf. 4 and 5 ). The individual propellers or rotors 2 are in turn only symbolized by their rotor circular areas or their circumferences drawn in dashed lines. Three of these propellers or rotors each with the associated electric motors (in 12 until 14 not shown) are arranged on branch-like branches, which are denoted by the reference numerals 102a to 102f in the figures mentioned. As in 12 As exemplified by boom 102a, each boom consists of a first arm 102aa connected to the pulpit or cabin 10, from which first arm 102aa branch a second arm 102ab and a third arm 102ac in a Y configuration. In the direction of the free ends of the second and third arms 102ab, 102ac, a connecting strut 102ad is arranged between them. Said branching area of the second and third arms 102ab, 102ac from the first arm 102aa is in 12 denoted by reference numeral 102ae. The electric motors (not shown) and propellers 2 are arranged at the free ends of the second and third arms 102ab, 102ac and in the branching area 102ae.

Said first to third arms 102aa-c of the cantilevers 102a-f are arranged substantially in a common plane, while the free end of the first arm 102aa is, as shown in FIGS 13a and 13b is angled (downward) by about 90° from this plane in order to connect the outriggers 102a-f to the rest of the aircraft 102. For reasons of clarity, this is in the 13a , 13b again only shown explicitly for selected cantilevers.

How 13a and 13b can still be seen, the above-mentioned bends of the first arms 102aa have different length dimensions, so that the propellers 2 of the booms 102a, 102b, the booms 102c, 102d and the booms 102e and 102f when the aircraft 102 is at rest and hovering according to 13a arranged at different levels. 13b shows the aircraft 102 according to FIG 13a in forward flight. Due to the forward inclination of the aircraft 102, essentially two parallel rotor planes result.

According to the 13a, b the pulpit or cabin 10 is equipped on its underside with skids 9', which has already been 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 load motor vehicle The individual booms 102a-f can be removed from the fuselage of the aircraft 102 or the cockpit or cabin 10. However, there is also the possibility of pivoting the outriggers 102a, c, e about their connection points to the pulpit or cabin 10 in an articulated manner forward and over one another, while the outriggers 102b, d and f are pivoted backwards over one another accordingly. For this purpose, corresponding joint connections with the angled ends of the first cantilever arms 102aa are to be provided on the pulpit or cabin 10 .

The 15a-15j show a further embodiment of the aircraft according to the invention, which is provided with the reference number 103 here. The aircraft 103 in turn comprises a pilot's cockpit or pilot's cabin 10 with skids 9' and an additional drive device 13 (cf. 13a, b ), which is additionally combined with a tail unit 13'. The propellers 2 together with the associated electric motors 3, which are not indicated in their entirety for reasons of clarity, are seated in a manner similar to that in the embodiment according to FIG 12 on Y-shaped, branch-like branched cantilevers 103a-103f. Otherwise, the elements with the reference numbers 103aa-103ae correspond functionally to the elements with the reference numbers 102aa-102ad in FIG 12 .

A major difference between the design 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 cantilever arms 103ab, 103ac. In addition, in the configuration according to the 15a-15j all cantilevers 103a-f arranged in a common plane, which will be discussed in more detail below.

Between the individual cantilevers 103a-f there are deviating from 12 further connecting struts 103ad`, which connect adjacent electric motors 3 (or their housing) of adjacent booms 103a-f to one another. This is based on 15b and 15c received in more detail.

Starting from 15a now show the following 15b until 15y different assembly / disassembly states of the aircraft 103. For reasons of clarity in this context in the 15b-j not all elements of the aircraft 103 are explicitly designated, but the designation is limited to those elements which have a special effect or function in the respective assembly/disassembly state.

In 15b is shown as an example for the connecting strut 103dd` that the intermediate connecting struts of the individual cantilevers are pivotably connected to the respective third arm 103dc of the cantilever 103d. The connection strut 103dd` is articulated at the free end of the third arm 103dc, where the relevant motor 3 with propeller 2 is also arranged. The connecting strut 103dd` can thus be placed against the boom 103d in the area of the branch 103de in order to dismantle the aircraft 103.

15c shows the facts described above using a detailed representation. The figure shows in detail the connecting strut 103dd', which was placed in the direction of the arrow P by pivoting on the remaining cantilever 103d.

15d shows how a first cover element 10a is removed in the upper area of the pilot's cockpit or cabin 10, which in 15e is shown in more detail. The cover element 10a is in plan view, for example according to FIG 15f , approximately U-shaped and covers an upper, lateral area of the pilot's cockpit 10, with its contour snuggling up against a central attachment structure 10b for the outriggers 103a-f, which attachment structure 10b will be discussed in more detail below.

In 15f a second cover element 10c corresponding to the first cover element 10a is also shown, which covers the other upper side area of the pilot's cockpit 10.

15g shows a detailed view of the upper area of the pilot's cockpit 10 with the central attachment structure 10b, which has tubular or channel-shaped receptacles 10ba-10bf that open upwards, of which Fig 15g only a few (10bc, 10bd, 10be) are recognizable for reasons of representation. The above-mentioned tubular/trough-shaped receptacles serve to receive the free ends of the first arms, e.g. 103da, 103ea and 103fa, of the arms 103a-f (cf. 15a) . The extensions 103a-f are inserted with their free ends of the first arms into the aforementioned tubular/trough-shaped receptacles of the central fastening structure 10b and fastened there in a manner that is not specified, for example screwed.

Additionally is in 15g a star-shaped cover element 10b` is also shown for covering the central fastening structure 10b, which cover element 10b` in turn has downward-opening channel-shaped projections 10ba'-10bf', which are intended to cover the respective first arm of the extension arm 103a-f. The cover element 10b' can be firmly connected to the central fastening structure 10b, for example by screwing, in order in this way to distribute forces acting on the extension arms 103a-f evenly over the entire arrangement. In its central area, the cover element 10b' has an opening 10b'', within which the rescue parachute 7 (see, for example, 4 and 5 ) can be arranged. In this way, the rescue parachute is particularly well protected from external damaging influences, in particular from damage caused by flying fragments of the propeller, which can occur, for example, in the event of a bird strike.

3pm shows a further assembly/disassembly state of the aircraft 103 with removed cover elements 10a, 10b' and 10c and with the boom 103d pulled out upwards.

According to the illustration in 15i the other outriggers 103a-c, 103e, 103f were also pulled upwards out of the central fastening structure 10b in order to then be able to stow them away in a space-saving manner for the transport of the aircraft 103.

The representation in 15y shows again in detail the configuration of the central attachment structure 10b after removal of the associated cover element 10b' (cf. 15i ). Thus is in 15y the centrally arranged rescue parachute 7 can also be seen. Furthermore, can be omitted 15y with a view to the cross-sectional shape of the channel-shaped receptacle 10bd for the boom 103d or its first arm 103da, also the teardrop-shaped configuration of the relevant arms or generally the supporting structure of an aircraft according to the invention can be seen in cross section, so that they have as little airflow as possible from the propeller 2 directed downwards Air resistance opposes and is accordingly aerodynamically designed to reduce noise in particular. This has already been pointed out in the text above.

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 15a-15j can be used. However, the use of the training is in accordance with 16 by no means limited 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, wherein said arrangement on an in 16 with the reference numeral 1' designated frame part of the aircraft. In said frame part 1 'it can be, for example, the free end of a cantilever arm according to 15a-j act. Numeral 23 in 16 designates the rotor hub (cf. 9 ).

In accordance with the design 16 For example, it is envisaged that the rotor hub 23, including the motor 3, will be provided with a conical fairing 25, commonly referred to as a "spinner". This improves the aerodynamics and efficiency of the rotors. The fairing or the spinner 25 encloses as shown in 16 also the motor 3 and its shape transitions into the frame or the frame part 1'. For this purpose, a circumferential step 1" is formed at the free end of the frame part, so that the covering 25 overlaps the frame part 1 in this area. Although this is shown in 16 is not shown, a seal, for example a labyrinth seal, can be provided in the overlapping area in order to protect the motor 3 from moisture, in particular from splashing water.

The streamlined fairing 25 (the spinner) rotates with the rotor or propeller 2. reference numeral 3' in 16 denotes an engine mount which serves to mount the engine 3 to the frame member 1 .

Claims (26)

Vertically taking off and landing aircraft (100, 101, 102, 103) for transporting people or loads with several electric motors (3, 3am) and propellers (2, 2a-f), each propeller being assigned its own electric motor for driving the propeller , characterized in that for the attitude control of the aircraft (100, 101, 102, 103) at least singly redundantly designed position sensors (8a, 8aa-an) are provided in signal-technical operative connection with at least singly redundantly designed signal processing units (8b, 8ba-bn), which signal processing units to use are formed or set up to carry out the position control automatically, taking into account measurement data from the position sensors, by controlling the speed of at least some of the electric motors (3, 3a-m), so that the aircraft can be moved at any time without control inputs from a pilot or remote control using a propeller (2, 2a-f) defined area is horizontal in space; and the electric motors (3, 3a-m) and propellers (2, 2a-f) are arranged in at least one basic hexagonal pattern. Aircraft (100, 101, 102, 103) to claim 1 , characterized in that the signal processing units (8b, 8ba-bn) as a microprocessor, digital signal processor, microcontroller, FPGA, digital controller, analog processor, analog computer, analog controller, such as PID controller, or as a hybrid processing unit of analog and digital elements are trained. Aircraft (100, 101, 102, 103) to claim 1 or 2 , characterized in that a desired flight behavior of the aircraft (100, 101, 102, 103) can be specified by a pilot or by remote control using a specification device (6) and that the position control is controlled by the signal processing units (8b, 8ba-bn) with additional consideration can be undertaken from electrical default data of the default device. Aircraft (100, 101, 102, 103) to claim 1 until 3 , characterized in that at least a number of the electric motors (3, 3a-m) are designed as brushless DC motors. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 4 , characterized in that the operative connection between the electric motor (3, 3a-m) and the propeller (2, 2a-f) is gearless in the manner of a direct drive. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 5 , characterized in that at least the electric motors (3, 3a-m) and propellers (2, 2a-f) are arranged on a frame support structure (1), the frame consisting of a space structure with struts (1a) which have nodes (1b) are connected to each other, is formed, in which three-dimensional structure the force is introduced in the nodes (1b). Aircraft (100, 101, 102, 103) after at least claim 6 , characterized in that the struts (1a) at least in the area of the propeller (2, 2a-f) are formed in a drop-shaped cross-section. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 7 , characterized in that the propellers (2, 2a-f) are rigid and without blade adjustment, or that the rotor blades (21) are rigid and sufficiently robust to absorb impact and pivoting forces. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 8th , characterized in that the number of electric motors (3, 3a-m) and propellers (2, 2a-f) is at least twelve, preferably 18 each. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 9 , characterized in that the circular rotor surfaces swept by the propellers (2, 2a-f) do not overlap. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 10 , characterized in that at least some of the propellers (2, 2a-f) are arranged inclined relative to a plane, which plane is defined by the rotor circular surfaces swept by the remaining propellers (2). Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 11 , characterized in that the propellers (2, 2a-f) are arranged in a plane, which plane is defined by the rotor circular surfaces swept by the propellers Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 11 , characterized in that the rotor circular surfaces swept over by the propellers (2, 2a-f) at least partially overlap one another for at least some of the propellers. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 13 , characterized by a redundant design of speed controller (8da-dm) and / or electric motors (3a-m). Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 14 characterized by at least one rescue parachute (7) for the entire aircraft including the pilot and/or payload, which rescue parachute (7) is arranged in a propeller-free area below or approximately at the level of the existing propellers (2, 2a-f). Aircraft (100, 102, 103) according to at least one of Claims 1 until 15 , characterized in that the aircraft can be dismantled into several parts (1') for transport and/or has a plug-in/folding mechanism. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 16 , characterized in that the same number of left-hand (L) as right-hand (R) propellers (2) are provided for torque compensation. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 17 , characterized by a pilot's cockpit (10) or a seat (4) for at least one pilot,. Aircraft (100, 101, 102, 103) after at least Claim 18 , characterized in that the pilot's cockpit (10) or the seat (4) is suspended pivotably (12) about the pitch axis. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 19 , characterized by a landing frame with elastic elements (9), wheels, skids (9') and/or the like. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 20 , characterized in that to supply the electric motors (3, 3a-m) at least one energy converter (5') is provided for providing electrical energy, with which energy store the electric motors (3, 3a-m) are in an electrically operative connection. Aircraft (100, 101, 102, 103) after at least Claim 21 , characterized in that the energy store (5) is arranged centrally to supply a plurality of electric motors (3a-m). Aircraft (100, 101, 102, 103) after at least Claim 22 , characterized in that several energy stores (5a-m) are arranged decentrally to supply a subgroup of electric motors (3a-m). Aircraft (101, 102, 103) according to at least one of Claims 1 until 23 , characterized by at least one additional drive device (13) to support forward flight. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 24 , characterized in that the propellers (2, 2a-f) are designed as free-running propellers. Aircraft (100, 101, 102, 103) according to at least one of Claims 1 until 25 , characterized in that the plurality of propellers comprises at least one relatively larger propeller and a number of relatively smaller propellers.

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