DE102019123725B4 - Lift and flight control unit for an aircraft and aircraft - Google Patents

Abstract

Lift and flight control unit (12) for an aircraft (10), in particular an aircraft (10) that takes off and lands vertically, with a mast (20), an adjusting device (22) for the mast (20) and at least one propeller unit (18) with at least one propeller (27, 28) rotatably mounted on the mast (20), wherein the adjusting device (22) is mounted on the mast (20) and is designed in such a way that it tilts the mast (20) in relation to a pivot point (24). and/or pivoting, the adjustment device (22) being mounted on the mast (20) by means of a plain bearing, so that the adjustment device (22) slides along the mast (20) when it is tilted and/or pivoted.

Description

The invention relates to a lift and flight control unit for an aircraft, in particular a vertical take-off and landing aircraft, and an aircraft with a lift and flight control unit.

Aircraft that take off and land vertically are commonly referred to as helicopters. In connection with aircraft that take off and land vertically, the term "vertical take-off and landing" is also used.

Such aircraft typically include at least one propeller that is attached to an upper surface of the aircraft and generates lift. The lift is generated in particular by the fact that large amounts of air are accelerated downwards at a relatively moderate speed. In addition, the in particular profiled propeller blades of the at least one propeller generate lift through a negative pressure on the upper side of the propeller blade around which the flow occurs.

In order to compensate for a torque arising during the rotation of the lift propeller, an additional propeller is usually present, which is attached to a tail boom and is tilted by 90° about a longitudinal axis relative to the lift-generating propeller. This additional propeller generates thrust in such a way that a corresponding counter-torque can be generated via the leverage effect of the tail boom.

However, such aircraft are relatively large and require complex gears.

Vertically taking off and landing aircraft are also known, which generate lift by means of swiveling thrust nozzles, as well as coaxial concepts which, in order to generate the required thrust, comprise several smaller, coaxially arranged drive units, for example on symmetrically arranged booms, as is the case with drones, for example . However, such concepts are associated with efficiency losses and a high level of noise.

Single-axis, relatively large coaxial propeller systems are usually the most efficient and quietest solution for vertical take-off and landing aircraft.

Due to the complexity of the propeller head kinematics, conventionally operated coaxial systems are very complex in terms of design, construction and maintenance and are therefore significantly more expensive than systems with a tail boom and an additional propeller.

the DE 10 2016 206 551 A1 discloses an aircraft having an airframe and propulsion means having a rotor assembly, a rotor axis of the rotor assembly being movably connected to the airframe.

the GB 2 375 090 A discloses a triangular support structure for an aircraft to which a mast is attached. The support structure is articulated at its corner points, with actuators being provided in order to tilt the support structure and thereby control the aircraft.

the DE 32 36 027 A1 describes a helicopter with two counter-rotating rotors arranged above the airframe, with a drive arranged between the rotors and being gimballed with them as a unit via a tube.

the U.S. 2013/0214087 A1 discloses an aircraft with a rotor assembly. The rotor unit is mounted on a pivoting mast.

the GB 2 436 258 A discloses a device for aligning a rotor head of an aircraft, the rotor head being pivotable relative to a cabin.

the U.S. 2009/0261209 A1 discloses an aircraft, wherein propellers of the aircraft are arranged within pivoted rings. The propellers are mounted on a central part that is connected to an inner wall of the rings via struts.

It is therefore an object of the invention to provide a lift and flight control unit for an aircraft, in particular for a vertical take-off and landing aircraft, which is coaxially driven, has a particularly compact design and is as cost-effective as possible.

This object is achieved according to the invention by a lift and flight control unit for an aircraft, in particular an aircraft that takes off and lands vertically, with a mast, an adjustment device for the mast and at least one propeller unit with at least one propeller rotatably mounted on the mast, the adjustment device on the mast is mounted and designed in such a way that it can tilt and/or pivot the mast in relation to a pivot point, the adjustment device being mounted on the mast by means of a slide bearing, so that the adjustment device slides along the mast when the mast is tilted and/or pivoted.

By means of a lift and flight control unit designed in this way, it is easy to Way to realize a so-called tilting head control for an aircraft.

The lift and flight control unit is in particular a unit that simultaneously generates the lift and is used to control the aircraft. This contributes to the lift and flight control unit being able to be of particularly compact design. In other words, no separate elements need to be provided for control, since the lift-generating elements can also be used for control.

Due to the compact design and the simple structure, the lift and flight control unit is particularly inexpensive and low-maintenance compared to other known systems.

In addition, the lift and flight control unit is characterized by high efficiency and low noise.

The lift and flight control unit is thus particularly suitable for aircraft that are manufactured in large numbers and that are suitable for a rural as well as for an urban environment. This makes it possible to produce aircraft, in particular air taxis, that are accessible to a wide range of people.

Due to the tilting and/or pivoting mounting of the mast, particularly good maneuverability can be achieved without complex gears or mechanics. In particular, adjustment mechanisms for changing the angle of attack of the propellers can be dispensed with, since the aircraft can be controlled solely by changing the speed and tilting the mast.

By tilting and/or swiveling the mast, the propeller unit can be adjusted in such a way that a desired flight direction can be achieved.

The propellers are preferably so-called fixed-pitch propellers, ie the propellers have a defined collective angle of attack. Uplift and downforce can thus be controlled by changing the speed.

The propellers used to generate lift are commonly referred to as rotors in the context of helicopters. In the context of this invention, however, the term "propeller" is also used for lift-generating rotors in order to achieve a clear distinction from the components of electric motors called "rotors".

According to one embodiment, the propeller unit can have at least two propellers, which are in particular mounted coaxially to one another. In particular, the coaxially mounted propellers form a double propeller. The use of at least two propellers has the advantage that the lift and flight control unit can generate sufficient lift to lift an aircraft quickly off the ground. In addition, by using at least two propellers, an aircraft can be kept particularly stable in the air during a flight.

For easy storage of two propellers lying one above the other, the mast can be stepped, in particular double-stepped. As a result, the propellers can rest on the steps of the mast with a hub body, which can be an integral part of the propeller. In this way, on the one hand, an exact positioning of the individual propellers and, on the other hand, a simple fastening of the propeller unit can be achieved.

The mast is preferably hollow, in particular the mast is a hollow rod. As a result, a cable feed to the propeller unit through the mast is possible, in particular for the purpose of driving the propeller. The hollow design of the mast also contributes to the compact design of the lift and flight control unit. In addition, the hollow mast serves as a housing for the cables, so that they are housed in a protected manner.

The adjusting device can have a plurality of legs, in particular three, which extend radially outwards from the mast. In this way, the adjusting device can ensure stable support of the mast. In addition, a tilting moment when the mast is deflected from the vertical can be absorbed.

For particularly good absorption of the tilting moment, the adjusting device can enclose the mast, in particular with the adjusting device being articulated on the mast.

The adjustment device has, for example, a first leg, a second leg and a third leg, with the first leg defining a longitudinal axis, with the second and third legs being arranged on different sides of the longitudinal axis at the same angle to the first leg in a plan view of the adjustment device , in particular the angle being 120°. The adjustment device is thus embodied symmetrically when viewed from above. By arranging the second and third leg to the side of the longitudinal axis, the mast or the propeller unit can be tilted and/or pivoted forwards, backwards and/or to the left or right take place. In this way, the aircraft can be steered in almost any direction, starting from a current position.

The longitudinal axis preferably runs through the mast, in particular with the longitudinal axis running at an angle to the mast or perpendicular to the mast.

According to one embodiment, the adjusting device has at least one actuator, in particular the at least one actuator being fastened to one of the legs at a point spaced apart from the mast. The actuator is used in particular to tilt and/or pivot the adjusting device and thus at the same time to tilt or pivot the mast, specifically by raising or lowering at least one of the legs by means of the actuator. For this purpose, the actuator is preferably adjustable in length. For example, the actuator is a servomotor.

A point spaced from the mast is located, for example, at the end of the leg remote from the mast.

Preferably, the lift and flight control unit has two actuators, one of the actuators being attached to the second leg and one of the actuators being attached to the third leg, in particular the lift and flight control unit having a torsionally rigid connecting element, in particular a scissors joint, which is attached to a spaced apart from the mast point attached to the first leg.

The torsionally rigid connecting element can prevent rotation of the articulated mast and at the same time compensate for the raising or lowering of the adjusting device by the actuators.

The two actuators can be controlled independently of one another. In this way, an inclination of the propeller unit can be adjusted particularly flexibly, so that an aircraft with a corresponding lift and flight control unit can be maneuvered particularly flexibly. In particular, good maneuverability can be achieved in this way in a confined space, so that the lift and flight control unit is particularly well suited for aircraft that are used in an urban environment where space is often restricted.

According to one embodiment, the lift and flight control unit has an electric drive unit. As a result, the lift and flight control unit can be operated particularly quietly. In addition, an electric drive does not cause any emissions during operation, which is also advantageous with regard to use in urban areas.

The electric drive unit can include at least one electric motor which is designed as an external rotor, in particular with a stator of the electric motor being firmly connected to the mast and/or a rotating external rotor of the electric motor being an integral part of the propeller. The external rotor is preferably firmly connected as a unit to the propeller blade to be driven.

An electric motor is particularly suitable for driving a propeller, since the rotation of the rotor can be transmitted directly to the propeller. A gear or other transmission mechanism is therefore not necessary. In addition, the integral design eliminates the need for a separate drive shaft. In addition, due to the integral design, the propeller unit can be designed to be particularly compact.

In a propeller unit with several propellers, in particular in the case of a double propeller, one electric motor can be provided for each propeller.

The electrical lines, which are used to supply power to the electrical drive unit, more precisely to the stator, can run through the hollow mast.

The object is also achieved according to the invention by an aircraft, in particular an aircraft that takes off and lands vertically, with a lift and flight control unit that is designed as described above, and a carrier for the lift and flight control unit, with the adjusting device being fixed to the carrier and is designed in such a way that it can tilt and/or pivot the mast in relation to the carrier.

Such an aircraft can be easily maneuvered even in tight spaces.

The advantages and features mentioned for the lift and flight control unit apply equally to the aircraft and vice versa.

The aircraft can be a semi-autonomously flying aircraft, in particular a single-seat or multi-seat aircraft. For example, the aircraft can be used to transport people and/or goods.

The mast is supported, for example, on the carrier at the pivot point, in particular by means of a ball joint. In this way, the storage of the mast and thus the storage of the Propeller unit realized on the aircraft in a simple manner. A ball joint allows the mast to be tilted and/or pivoted and can at the same time contribute to the mounting of the mast.

The mast, the at least one stator and the power electronics unit can together form a unit that is mounted on the carrier in a torque-proof manner.

The adjusting device is arranged, for example, between the pivot point and the propeller unit on the mast. The forces required for tilting and/or pivoting the mast can be kept low by a certain minimum distance between the adjustment device and the pivot bearing point, since the distance creates a leverage effect that facilitates the tilting and/or pivoting of the mast.

According to one embodiment, the aircraft has a cabin, with the lift and flight control unit being arranged above the cabin, in particular with the cabin forming the carrier. A separate carrier can thus be dispensed with.

The mast can therefore be stored completely outside the cabin.

Several, in particular three, mounting points can be provided on the carrier, with each mounting point being assigned a leg of the adjustment device, in particular with the first leg being fastened to the first mounting point by means of the torsionally rigid connecting element and/or the second and third legs being connected to the second or third mounting point by means of the corresponding actuator 3rd mounting point. By attaching the first leg by means of a torsionally rigid connection element, the adjusting device itself is also mounted in a rotationally fixed manner on the carrier, in particular on the cabin. The attachment of the second and/or third leg by means of appropriate actuators allows the adjustment device to be tilted, specifically by raising or lowering the individual legs of the adjustment device.

Two of the mounting points, in particular the second and the third mounting point, are located, for example, on the left and right in front of the mast when viewed from the front, and the first mounting point is in particular arranged directly behind the mast. The third assemblage point is, for example, in the plane of symmetry of the aircraft.

According to one embodiment, the aircraft has a flight attitude control system, which is set up to control the adjustment device of the lift and flight control unit, in particular to control the at least one actuator. The flight attitude control system can thus be used to adjust an inclination of the mast or the propeller unit in order to control the aircraft. In other words, a tilting movement of the entire mast construction or the propeller unit is achieved

In particular, the attitude control system serves to raise or lower the legs of the adjusting device.

A first propeller, which is in particular arranged at the top, can have a larger diameter than a second propeller, which is in particular arranged at the bottom. As a result, turbulence and flow irregularities, which are generated by the rotating blade tips of the upper propeller and flow down towards the lower propeller level due to the generation of lift, cannot interact aerodynamically with the propellers on the lower level, but rather on a larger radius than the lower propeller circular path pass the lower propeller.

• - 1 ein erfindungsgemäßes Fluggerät mit einer erfindungsgemäßen Auftriebs- und Flugsteuerungseinheit,
• - 2 einen Schnitt durch ein Fluggerät gemäß 1 im Bereich einer Verstellvorrichtung,
• - 3 einen Schnitt durch das Fluggerät entlang der Linie A-A in 2,
• - 4 schematisch einen Querschnitt durch das Fluggerät auf Höhe eines Propellers, und
• - 5 eine schematische Darstellung einer zweiten Ausführungsform einer erfindungsgemäßen Auftriebs- und Flugsteuerungseinheit.

Further advantages and features of the invention emerge from the following description and from the accompanying drawings, to which reference is made. In the drawings show:

• - 1 an aircraft according to the invention with a lift and flight control unit according to the invention,
• - 2 according to a section through an aircraft 1 in the area of an adjusting device,
• - 3 a section through the aircraft along line AA in 2 ,
• - 4 a schematic cross-section through the aircraft at the level of a propeller, and
• - 5 a schematic representation of a second embodiment of a lift and flight control unit according to the invention.

1 shows an aircraft 10 with a lift and flight control unit 12 and a support 14 for the lift and flight control unit 12 in a sectional view. The carrier 14 is preferably formed by a cabin 16 of the aircraft 10 .

The aircraft 10 is, for example, an aircraft 10 that takes off and lands vertically, with the aircraft 10 being a single-seat aircraft 10 in the embodiment shown. Alternatively, the aircraft 10 can also have multiple seats or be provided exclusively for the transport of goods and consequently not include a seat.

The lift and flight control unit 12 comprises a propeller unit 18, a mast 20, an adjustment device 22 for the mast 20 and a drive unit 32.

Preferably, the complete power and flight control unit 12 is located above the cabin 16 as shown in the illustrated embodiment.

The mast 20 is hollow, in particular the mast 20 is a hollow rod. This is particularly evident in 2 illustrated, which represents a section through the aircraft 10, in particular in the area of the propeller unit and adjustment device 22.

The mast 20 is supported on the carrier 14 at a pivot point 24, in particular by means of a ball joint 26. In particular, the mast 20 is mounted such that it can tilt and/or pivot relative to the carrier 14 or relative to the cabin 16.

The propeller unit 18 comprises at least one propeller 27, 28 rotatably mounted on the mast 20. In the illustrated embodiment, the propeller unit 18 comprises two propellers 27, 28, which are mounted coaxially to one another in particular. The two propellers 27, 28 together form a coaxial twin propeller 30.

A first, in particular upper, propeller 27 can have an enlarged diameter compared to the second, lower, propeller 28 .

A propeller 27 , 28 each includes a hub body 29 and a plurality of propeller blades 31 , the propellers 27 , 28 being mounted on the mast 20 by means of the hub body 29 .

The electric drive unit 32 for driving the at least one propeller 27, 28 has at least one electric motor 34.

Each of the electric motors 34 is assigned to one of the propellers 27, 28, respectively.

If the propeller unit 18 has more than two propellers 27, 28, the electric drive unit 32 includes a corresponding number of electric motors 34.

The aircraft 10 also has a flight attitude control system 40 which is set up to control the adjusting device 22 of the lift and flight control unit 12 .

How from the 1 until 3 shows, the adjustment device 22 is mounted on the mast 20 .

In the embodiment shown, the adjustment device 22 has a mast section 48, at least one--two in the embodiment shown--in its length variable actuator 50, 52 and a torsionally rigid connecting element 56.

The mast section 48 has three legs 42, 44, 46 extending from a node 47 of the mast section 48, the mast section 48 being journaled to the mast 20 at the node 47. As shown in FIG. The legs 42, 44, 46 thus extend radially outward. In the exemplary embodiment shown, the mast section 48 is therefore a tripod.

The three legs 42, 44, 46 and the node 47 are, for example, connected to one another in one piece.

More specifically, the adjustment device 22 has a first leg 42 , a second leg 44 and a third leg 46 .

The first leg 42 defines a longitudinal axis L that coincides with the longitudinal axis of the aircraft 10 .

In a plan view of the adjusting device 22, the second and the third leg 44, 46 are arranged on different sides of the longitudinal axis L at the same angle to the first leg 42. The legs 42, 44, 46 are, for example, offset from one another at an angle of 120°.

The legs 42, 44, 46 do not necessarily extend in one plane, but the legs 42, 44, 46 can each run from the node 47 to the carrier 14, as in FIG 1 you can see.

The mast section 48 is articulated on the mast 20, in particular displaceable. That is, the mast section 48 can slide up and down the mast 20 a little.

In addition, the mast section 48 is mounted without play on the mast 20 when viewed in the radial direction, which means that the adjusting device 22 is in contact with the mast 20 circumferentially.

In other words, the mast section 48 has a recess 49 through which the mast 20 extends, with an outer diameter of the mast 20 in the area of the adjusting device 22 corresponding to an inner diameter of the recess 49 .

The actuators 50, 52 are each assigned to one of the legs 44, 46, here the second leg 44 or the third leg 46.

The actuators 50, 52 are attached to the respective leg 44, 46 at a point spaced from the mast 20, for example at the end of the respective leg 44, 46 remote from the mast 20.

In the illustrated embodiment, the actuators 50, 52 are designed as servomotors.

In order to change the length of the actuators 50, 52, the actuators 50, 52 can be controlled by the attitude control system 40.

The torsionally rigid connecting element 56 is, for example, a scissors joint which is attached to the first leg 42 at a point spaced from the mast 20, for example at an end of the first leg 42 which is remote from the mast 20.

Three mounting points 58 , 60 , 62 are provided on the carrier 14 , in particular on the cabin 16 , for mounting the adjusting device 22 .

Each assembly point 58, 60, 62 is assigned a leg 42, 44, 46 of the adjusting device 22. More specifically, the first leg 42 is attached to the first mounting point 58 by the torsionally rigid connector 56 . The second and third legs 44, 46 are attached to the second and third mounting points 60, 62, respectively, by means of the respective actuator 50, 52, as shown in FIG 1 is illustrated.

If you look at the aircraft 10 in a front view, two of the mounting points 58, 60, 62, in particular the second and the third mounting point 60, 62, are located on the left and right in front of the mast 20 and the first mounting point 58 is in particular directly behind the mast 20 arranged.

In 2 In addition to the adjusting device 22, part of the propeller unit 18 and part of the electric drive unit 32 are also shown in detail.

In the exemplary embodiment shown, the drive unit 32 has two electric motors 34 designed as external rotors, each with a stator 36 and a rotor 38. The electric motors 34 are designed, for example, as external rotors.

The structure of the electric motors 34 is described below by way of example using the propeller 28 with the associated electric motor 34, which is shown in 2 are shown, the structure of the further electric motor(s) 34 being of the same design.

The propeller 28 is mounted on the mast 20 by means of a double-row bearing 64. In the exemplary embodiment shown, the bearing 64 is a double-row ball bearing. Alternatively, a roller bearing can also be provided.

For easy positioning of the propeller 28 on the mast 20, the mast 20 is stepped, for example.

The stator 36 of the electric motor 34 is firmly connected to the mast 20 .

The stator 36 is mounted in a rotationally fixed manner on the mast 20 indirectly via part of a power electronics unit 66 of the electric drive unit 32 .

For example, the stator 36 is attached to a bipolar transistor 67 which in turn is attached to the mast 20 . The bipolar transistor 67, which is part of the power electronics unit 66, can be a bipolar transistor with an insulated gate electrode.

Alternatively, the stator 36 can also be attached directly to the mast 20 .

A radial extension 68 can be provided on the mast 20 for fastening the power electronics unit 66 or for fastening the stator 36 .

A supply cable 69 for the drive unit 32 runs, for example, in the mast 20.

In the case of a double propeller 30, a supply cable 69 can run from the power electronics unit 66 up and down to the propeller 27, 28, as in 5 illustrated.

in the in 5 shown further embodiment of the drive unit 32, the power electronics unit 66 between the propellers 27, 28 is arranged. For example, a power electronics unit 66 can be provided for both electric motors 34 or each electric motor 34 is assigned its own power electronics unit 66 . Otherwise, this embodiment corresponds to the embodiment described above. In the exemplary embodiment shown, the rotor 38 of the electric motor 34 is an integral part of the propeller 28.

For example, the rotor 38 is integrated into the hub body 29 of the propeller 28 . The rotor 38 can also be integrated in a propeller blade 31 of the propeller 28 instead of in the hub body 29 .

The propeller 28 is a fiber-reinforced plastic component, for example. In this case he can Rotor 38 can be laminated into the plastic component or into the propeller 28 .

The propeller 28 has an axial depression 70, in particular in the hub body 29. Alternatively or additionally, the depression 70 can also be provided in a propeller blade 31. The depression 70 is, for example, ring-shaped.

The recess 70 is located in particular between the rotor 38 and the bearing 64.

The stator 36 of the electric motor 34 is arranged in the depression 70 . The propeller 27, 28 thus forms a cover for the electric motor 34 in such a way that the stator 36 is housed in a protected manner.

The rotor 38 is provided, for example, on a side of the depression 70 that is radially remote from a rotational axis D of the propeller 28 . In other words, the rotor 38 adjoins the depression 70, specifically on a wall of the depression 70 that faces away from the mast 20.

The arrangement of the drive unit 32 is even clearer in 4 , which schematically shows a cross section through the aircraft 10 at the level of the propeller 28. In 4 It can be seen that the rotor 38 may be multi-part, that is, the rotor 38 need not be continuous about its circumference. In particular, the rotor 38 has a rotor iron 72 in which a plurality of permanent magnets 74 are distributed uniformly in the circumferential direction.

The mode of operation of the aircraft 10 is explained below with reference to FIG 1 until 4 explained in more detail. More precisely, it is explained how the aircraft 10 is controlled by the lift and flight control unit 12 during a flight.

When the aircraft 10 is launched, more precisely when the aircraft 10 is lifted off the ground, the mast 20 is generally perpendicular to the carrier 14 or to the cabin 16. In other words, the mast 20 is perpendicular to the ground and the planes of the propeller run parallel to the ground.

When the propeller unit 18, in particular the propellers 27, 28, is set in rotation by means of the electric drive unit 32, more precisely by means of the electric motors 34, lift is generated which lifts the aircraft off the ground. Due to the vertical orientation of the mast 20 to the ground, the aircraft 10 initially also moves perpendicular to the ground when it is launched.

In order to steer the aircraft 10 in a targeted manner in a direction parallel to the ground, the mast 20 , which can be tilted and pivoted relative to the cabin 16 , is tilted or pivoted by means of the adjusting device 22 . In connection with the rotation of the propeller unit 18, this creates a thrust force which moves the aircraft 10 in a desired direction.

The tilting and/or pivoting of the mast 20 is controlled by the attitude control system 40 .

To put it more precisely, the attitude control system 40 is set up to control the adjustment device 22, in particular to control the at least one actuator 50, 52. The actuators 50, 52 can in particular be controlled independently of one another, i.e. their length can be changed independently of one another.

The actuators 50, 52 change their length as a function of the activation by the flight attitude control system 40, so that the legs 44, 46 of the adjusting device 22 are raised or lowered relative to the carrier 14. The adjusting device 22, in particular the mast section 48, are thus tilted and/or pivoted.

In response to the raising or lowering of the adjustment device 22 by the actuators 50, 52, the connecting element 56 is stretched or compressed in order to compensate for a change in length of the actuators 50, 52.

Due to the play-free mounting of the adjusting device 22 on the mast 20 , the mast 20 is also tilted and/or pivoted relative to the carrier 14 by tilting and/or pivoting of the adjusting device 22 . The adjustment device 22 can slide up or down a little on the mast 20 .

When the mast 20 tilts and/or pivots, the adjusting device 22, in particular the mast section 48, can absorb a tilting moment from the vertical.

The tilting and/or pivoting of the mast 20 means that the propeller unit 18, in particular the propeller planes of the propellers 27, 28, no longer runs parallel to the ground, as a result of which the aircraft 10 moves in a direction parallel to the ground.

The aircraft 10 can thus be controlled in a particularly simple manner by means of the lift and flight control unit 12, without a complex gear mechanism being necessary.

Claims (15)

Lift and flight control unit (12) for an aircraft (10), in particular an aircraft (10) that takes off and lands vertically, with a mast (20), an adjusting device (22) for the mast (20) and at least one propeller unit (18) with at least one propeller (27, 28) rotatably mounted on the mast (20), wherein the adjusting device (22) is mounted on the mast (20) and is designed in such a way that it can tilt and/or pivot the mast (20) in relation to a pivot point (24), wherein the adjusting device (22) is mounted on the mast (20) by means of a sliding bearing, so that the adjusting device (22) slides along the mast (20) when it is tilted and/or pivoted. Buoyancy and flight control unit (12). claim 1 , characterized in that the propeller unit (18) has at least two propellers (27, 28) which are in particular mounted coaxially to one another. Buoyancy and flight control unit (12). claim 1 or 2 , characterized in that the mast (20) is hollow, in particular a hollow rod. Lift and flight control unit (12) according to one of the preceding claims, characterized in that the adjusting device (22) has a plurality of, in particular three, legs (42, 44, 46) which extend radially outwards from the mast (20). Buoyancy and flight control unit (12). claim 4 , characterized in that the adjusting device (22) has a first leg (42), a second leg (44) and a third leg (46), wherein the first leg (42) defines a longitudinal axis (L), wherein in plan view on the adjustment device (22) the second and the third leg (44, 46) are arranged on different sides of the longitudinal axis (L) at the same angle to the first leg (42), in particular the angle being 120°. Lift and flight control unit according to one of the preceding claims, characterized in that the adjusting device (22) has at least one actuator (50, 52), in particular the at least one actuator (50, 52) on one of the legs (44, 46). a point spaced from the mast (20). Buoyancy and flight control unit (12). claim 6 , characterized in that the lift and flight control unit (12) has two actuators (50, 52), one of the actuators (50, 52) on the second leg (44) and one of the actuators (50, 52) on the third leg ( 46), in particular wherein the lift and flight control unit (12) has a torsionally rigid connecting element (56), in particular a scissors joint, which is attached to the first leg (42) at a point spaced from the mast (20). Lift and flight control unit (12) according to one of the preceding claims, characterized in that the lift and flight control unit (12) comprises an electric drive unit (32). Buoyancy and flight control unit (12). claim 8 , characterized in that the electric drive unit (32) comprises at least one electric motor (34) which is designed as an external rotor, in particular wherein a stator (36) of the electric motor (34) is firmly connected to the mast (20) and / or a rotating external rotor of the electric motor (34) is an integral part of the propeller (27, 28). Aircraft (10), in particular aircraft (10) that take off and land vertically, with a lift and flight control unit (12) according to one of the preceding claims and a carrier (14) for the lift and flight control unit (12), wherein the adjusting device (22 ) is fixed to the carrier (14) and is designed in such a way that it can tilt and/or pivot the mast (20) in relation to the carrier (14). Aircraft (10) after claim 10 , characterized in that the mast (20) is supported on the carrier in the pivot bearing point (24), in particular by means of a ball joint. Aircraft (10) according to one of Claims 10 and 11 , characterized in that the aircraft (10) has a cabin (16), the lift and flight control unit (12) being arranged above the cabin (16), in particular the cabin (16) forming the carrier (14). Aircraft (10) after claim 12 , characterized in that several, in particular three mounting points (58, 60, 62) are provided on the carrier (14), each mounting point (58, 60, 62) being assigned a leg (42, 44, 46) of the adjusting device (22). in particular wherein the first leg (42) is attached to the first mounting point (58) by means of the torsionally rigid connecting element (56) and/or the second and third legs (44, 46) are attached to the second or 3rd mounting point (60, 62). Aircraft (10) after Claim 13 , characterized in that two of the assembly Points (58, 60, 62), in particular the second and the third assembly point (60, 62), seen in a front view, are located on the left and right in front of the mast (20) and the first assembly point (58), in particular directly behind the mast (20 ) is arranged. Aircraft (10) according to one of Claims 10 until 14 , characterized in that the aircraft (10) has a flight attitude control system (40) which is set up to control the adjustment device (22) of the lift and flight control unit (40), in particular to control the at least one actuator (50, 52).

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