DE102019208354A1 - Aircraft - Google Patents

Abstract

The present invention relates to an aircraft, in particular an aircraft with wings (11, 12), with: a fuselage (10) for receiving at least one pilot and / or a payload, in particular air freight and / or at least one passenger; a first, in particular sheathed propeller (14A) for driving the aircraft; - a first rotating electrical machine (37), in particular at least partially arranged in the fuselage, which is connected to the first propeller (14A), in particular via a first gear (41) and / or at least one coupling, is coupled; - a second, in particular jacketed, propeller (14B) for driving the aircraft; - a second rotating electrical machine (38), in particular arranged at least partially in the fuselage, which is connected to the second propeller (14B) is coupled, in particular via a second transmission (42) and / or at least one clutch; and a supply device, in particular having at least one power electronics unit (61, 62), for supplying the second electrical machine (38) with electrical energy from the first electrical machine (37) and / or a first energy store (221) for supplying the first electrical machine (37) with electrical energy in at least one operating state; and / or- the first electrical machine (37) with electrical energy from the second electrical machine (38) and / or a second energy store (222) for supplying the second electrical machine (38) with electrical energy in at least one operating state.

Description

The present invention relates to an aircraft, in particular an aircraft with wings, and a method for operating the aircraft.

Air taxis or air taxis, which operate between airports up to approx. 1500 km apart, can in particular at least partially replace car and rail traffic and thus relieve the road and rail network. The present invention is particularly suitable for such air taxis, but without being limited thereto.

One object of an embodiment of the present invention is to improve an aircraft or its operation.

This object is achieved by an aircraft with the features of claim 1 or a method with the features of claim 12. Advantageous embodiments of the invention are the subject of the dependent claims.

According to one embodiment of the present invention, an aircraft has at least one fuselage which is provided, in particular set up, or used to accommodate a payload, which in one embodiment carries air cargo and / or one or more, preferably at most 10, in particular at most 4, Passengers.

As explained in the introduction, the present invention can be used with particular advantage as an air (passenger and / or freight) taxi, but without being restricted thereto.

Additionally or alternatively, the fuselage is provided in one embodiment for receiving one or more pilots, in particular set up, or is used for this purpose, or the aircraft is controlled manually. As a result, in one embodiment (flight) safety can be increased and / or travelers can control the aircraft themselves.

In another embodiment, the aircraft is a pilotless or (purely) automatically controlled, in particular autonomous (flying) aircraft. As a result, in one embodiment the load transport can be improved and / or weight and / or installation space can be reduced or better used.

In one embodiment, the aircraft is an aircraft with, in particular, (fixed) wings. The present invention can be used with particular advantage for aircraft, in particular small aircraft, without, however, being restricted thereto.

According to one embodiment of the present invention, the aircraft has at least two propellers which are provided, in particular set up, or used for propelling or moving the aircraft, in particular in the air, and in the present case as the first and second propellers without loss of generality are designated.

In one embodiment, the first and / or second propeller (each) is a jacketed or ducted fan. As a result, in one embodiment, the efficiency and / or noise emission of the aircraft can be improved, which is particularly important in the case of air taxis that start or land in the vicinity of localities and / or have low cruising altitudes.

According to one embodiment of the present invention, the aircraft has at least one, in particular at least temporarily, rotating electrical machine, which is mechanically coupled to the first propeller, in particular in terms of drive or force, in one embodiment and correspondingly as the first (rotating) electrical machine Machine is referred to, and at least one (further), in particular in flight operations at least temporarily, rotating electrical machine, which is mechanically coupled to the second propeller, in particular in terms of drive or force, in one embodiment and correspondingly as a second (rotating) electrical Machine is called.

In one embodiment, the first and / or second rotating electrical machine (each) is arranged completely or partially in the fuselage, in a further development in a rear half of the fuselage (in the longitudinal or flight direction). This allows the Noise emissions of the aircraft can be (further) improved.

Additionally or alternatively, in one embodiment the first rotating electrical machine is connected to the first propeller via at least one single or multi-stage gear, in one embodiment gear, in particular bevel gear and / or planetary gear, which is correspondingly referred to here as the first gear, and / or at least one, in particular electrical, mechanical and / or hydraulic clutch coupled. Additionally or alternatively, in one embodiment the second rotating electrical machine is connected to the second propeller via at least one single or multi-stage gear, in one embodiment gear, in particular bevel gear and / or planetary gear, which is correspondingly referred to here as a second gear, and / or at least one, in particular electrical, mechanical and / or hydraulic coupling coupled. In this way, in one embodiment, the noise emission of the aircraft can be (further) improved.

• - in wenigstens einem Betriebszustand die zweite elektrische Maschine mit elektrischer Energie von der ersten elektrischen Maschine und/oder einem ersten Energiespeicher versorgt bzw. hierzu vorgesehen, insbesondere eingerichtet, bzw. wird verwendet, der in wenigstens einem, insbesondere diesem und/oder einem anderen, Betriebszustand die erste elektrische Maschine mit elektrischer Energie versorgt bzw. hierzu vorgesehen, insbesondere eingerichtet, bzw. wird verwendet; und/oder
• - in wenigstens einem Betriebszustand die erste elektrische Maschine mit elektrischer Energie von der zweiten elektrischen Maschine und/oder einem, insbesondere von dem ersten Energiespeicher verschiedenen, in einer Ausführung unabhängigen und/oder beabstandeten, insbesondere räumlich getrennten, zweiten

Energiespeicher versorgt bzw. hierzu vorgesehen, insbesondere eingerichtet, bzw. wird verwendet, der in wenigstens einem, insbesondere diesem und/oder einem anderen, Betriebszustand die zweite elektrische Maschine mit elektrischer Energie versorgt bzw. hierzu vorgesehen, insbesondere eingerichtet, bzw. wird verwendet.According to one embodiment of the present invention, the aircraft has at least one supply device which

• - In at least one operating state, the second electrical machine is supplied with electrical energy from the first electrical machine and / or a first energy store or provided for this purpose, in particular set up, or is used, which in at least one, in particular this and / or another, Operating state the first electrical machine is supplied with electrical energy or provided for this purpose, in particular set up, or is used; and or
• - In at least one operating state, the first electrical machine with electrical energy from the second electrical machine and / or a second, in particular different from the first energy store, independent and / or spaced in one embodiment, in particular spatially separated

Energy store supplied or provided for this purpose, in particular set up or used, which supplies the second electrical machine with electrical energy or is provided for this purpose, in particular set up, or is used in at least one, in particular this and / or another, operating state.

• - in wenigstens einem Betriebszustand die zweite elektrische Maschine mit elektrischer Energie von der ersten elektrischen Maschine und/oder dem ersten Energiespeicher;
• - in wenigstens einem Betriebszustand die erste elektrische Maschine mit elektrischer Energie von der zweiten elektrischen Maschine und/oder dem zweiten Energiespeicher;
• - in wenigstens einem Betriebszustand die erste elektrische Maschine mit elektrischer Energie von dem ersten Energiespeicher und/oder nicht mit elektrischer Energie von dem zweiten Energiespeicher und/oder die zweite elektrische Maschine mit elektrischer Energie von dem zweiten Energiespeicher und/oder nicht mit elektrischer Energie von dem ersten Energiespeicher; und/oder
• - in wenigstens einem Betriebszustand die erste und zweite elektrische Maschine mit elektrischer Energie von dem ersten und/oder zweiten Energiespeicher versorgt

bzw. ist das Luftfahrzeug bzw. die Versorgungseinrichtung hierzu vorgesehen, insbesondere eingerichtet, bzw. wird hierzu verwendet.Accordingly, according to one embodiment of the present invention, this supply device is used to operate an aircraft described here

• - In at least one operating state, the second electrical machine with electrical energy from the first electrical machine and / or the first energy store;
• - In at least one operating state, the first electrical machine with electrical energy from the second electrical machine and / or the second energy store;
• - In at least one operating state, the first electrical machine with electrical energy from the first energy store and / or not with electrical energy from the second energy store and / or the second electrical machine with electrical energy from the second energy store and / or not with electrical energy from the first energy storage; and or
• - In at least one operating state, the first and second electrical machines are supplied with electrical energy from the first and / or second energy store

or the aircraft or the supply device is provided for this purpose, in particular set up, or is used for this purpose.

• - insbesondere bei Beeinträchtigung der Energieversorgung der zweiten elektrischen Maschine durch den (hierzu vorgesehenen) zweiten Energiespeicher kann die zweite elektrische Maschine (auch) durch den ersten Energiespeicher (der ersten elektrischen Maschine) und/oder die erste elektrische Maschine selber, die hierzu in einer Ausführung generatorisch bzw. als Generator betrieben wird bzw. fungiert, versorgt, insbesondere mitversorgt werden, bzw. umgekehrt
• - insbesondere bei Beeinträchtigung der Energieversorgung der ersten elektrischen Maschine durch den (hierzu vorgesehenen) ersten Energiespeicher kann die erste elektrische Maschine (auch) durch den zweiten Energiespeicher (der zweiten elektrischen Maschine) und/oder die zweite elektrische Maschine selber, die hierzu in einer Ausführung generatorisch bzw. als Generator betrieben wird bzw. fungiert, versorgt, insbesondere mitversorgt werden.

This means that one or more redundancy is provided in one version:

• - In particular if the energy supply of the second electrical machine is impaired by the second energy store (provided for this purpose), the second electrical machine can (also) through the first energy store (the first electrical machine) and / or the first electrical machine itself, which for this purpose in one embodiment is operated or functions as a generator or as a generator, supplied, in particular also supplied, or vice versa
• - In particular if the energy supply of the first electrical machine is impaired by the first energy store (provided for this purpose), the first electrical machine can (also) through the second energy store (the second electrical machine) and / or the second electrical machine itself, which for this purpose in one embodiment is operated or functions as a generator or as a generator, supplied, in particular also supplied.

As a result, in one embodiment, at least two, preferably (mutually) independent, energy sources can be made available and / or electrical power can be exchanged between the drives of the at least two propellers and / or, in particular as a result, safety, especially in the "one engine inoperative" case , increase.

In one embodiment, in at least one operating state, the first energy store supplies the first electrical machine with electrical energy and the second electrical machine, in particular working or driving the second propeller and / or supplied with electrical energy by the second energy store, does not supply electrical energy or is electrically isolated from this, in particular via the power electronics described below, and / or supplied with electrical energy in at least one, in particular this, operating state, the second electrical machine and the, in particular, working or the first The first electrical machine driving the propeller and / or supplied with electrical energy by the first energy store does not have electrical energy or is electrically separated from this, in particular via the power electronics, or is the aircraft provided for this purpose, in particular set up or used for this purpose.

Additionally or alternatively, in one embodiment the aircraft has a first (electrical) power network or a first (electrical) circuit with the first electrical machine and the first energy store, which is used to supply the first electrical machine with electrical energy from the first energy store provided, in particular set up, is or is used, and a different second (electrical) power network or a second electrical circuit with the second electrical machine and the second energy store, which is used to supply the second electrical machine with electrical energy from the second energy store is provided, in particular set up, is or is used, the or the first and second power grid or circuit in one embodiment being redundant or independent of one another in such a way that even when the first electrical circuit or circuit is interrupted, -netzes the second electrical machine ine via the second electrical power network or circuit with electrical energy from the second energy store and / or also when the second electrical circuit or network is interrupted, the first electrical machine via the first electrical power network or circuit can be supplied with electrical energy from the first energy store, in particular is supplied. In one embodiment, the first and second power supply network or first and second power circuit are electrically connected to one another in such a way that, even if the first electrical circuit or network is interrupted, the first electrical machine is connected to the second electrical power supply network or network at at least one point. circle with electrical energy from the second energy store and / or also when the second electrical circuit or network is interrupted at at least one point, the second electrical machine via the first electrical network or circuit can be supplied with electrical energy from the first energy store is, in particular, is supplied. In a further development, the or the first and second electrical power network or circuit are at least partially spaced from one another. Additionally or alternatively, in one embodiment, the first electrical machine, in particular via the first power electronics described below, are (electrically) connected to the first energy store and the second electrical machine, in particular via the second power electronics described below, to the second energy store via separate lines. As a result, security can be (further) increased in one version.

In one embodiment, the supply device has at least one power electronics unit, in one embodiment one or the first power electronics unit that supplies, in particular, the first electrical machine or is provided, in particular installed or used, and one that supplies, in particular, the second electrical machine or provided for this purpose, in particular set up or used, second power electronics. In a further development, the first and second power electronics are provided redundantly or the first power electronics are also provided for supplying the second electrical machine or the second power electronics are also provided for supplying the first electrical machine, in particular set up or used for this purpose. As a result, in one embodiment, the branching of the electrical energy can be varied simply (more), reliably (more), quickly (more) and / or precisely (r) and / or safety can be (further) increased.

In one embodiment, the aircraft has at least one internal combustion engine, which is coupled to the first propeller, in one embodiment mechanically, in particular via the first gearbox and / or (at least) one clutch, and which in the present case is correspondingly referred to as the first internal combustion engine, and / or at least a (further) internal combustion engine, which is coupled to the second propeller, in one embodiment mechanically, in particular via the second transmission and / or (at least) one clutch, and is referred to here as a second internal combustion engine.

In one embodiment, the aircraft has a hybrid drive concept in which the first internal combustion engine and the first rotating electrical machine drive the first propeller, in one embodiment in at least one operating state, or the second internal combustion engine and the second rotating electrical machine drive the second propeller , in one embodiment in at least one operating state together.

In one embodiment, the first internal combustion engine drives the first propeller and the first rotating one in at least one operating state, in particular during one or for, in particular further or continued, start (s) with a failed first rotating electrical machine and / or during a cruise electrical machine does not switch the first propeller on and / or in at least one operating state, in particular in the event of a malfunction of the first internal combustion engine, the first internal combustion engine, which is disengaged for this purpose in one embodiment, does not connect the first propeller and the first rotating electrical machine connects the first propeller and / or in at least one operating state, in particular during one or for, in particular regular, start (s), the first internal combustion engine and the first rotating electrical machine jointly on the first propeller or are both Machines provided for this purpose, in particular set up or used for this purpose. Additionally or alternatively, in one embodiment, the second internal combustion engine drives the second propeller in at least one operating state, in particular during or for, in particular further or continued, start (s) with a failed second rotating electrical machine and / or during a cruise the second rotating electrical machine does not switch the second propeller on and / or in at least one operating state, in particular in the event of a fault in the second internal combustion engine, the second internal combustion engine, which is disengaged for this purpose in one embodiment, does not connect the second propeller and the second rotating electrical machine does not connect the second propeller on and / or in at least one operating state, in particular in or for, in particular regular, start (s), the second internal combustion engine and the second rotating electrical machine jointly on the second propeller or the two machines are provided for this purpose, in particular set up or will be hi erzu used.

In particular, the first or second rotating electrical machine, respectively, as a booster, can temporarily increase the drive power in the case of increased requirements, in particular when the aircraft is taking off. As a result, in one embodiment, the rate of climb and / or short take-off capability of the aircraft can be increased and, in particular, the use as an air taxi and / or the noise emission of the aircraft can be (further) improved, in particular by quick (re) s removal from the airfield. Additionally or alternatively, in one embodiment the selection of airfields, which is limited in particular by the length of the runways, can be advantageously enlarged. Additionally or alternatively, in one embodiment when starting or even when the first and / or second rotating electrical machine fails as a booster, the first and / or second propeller can be driven by the respective internal combustion engine alone, thus (further) increasing safety.

In one embodiment, the first internal combustion engine has at least one piston engine and / or at least one gas turbine and / or is arranged entirely or partially in the fuselage. Additionally or alternatively, in one embodiment the second internal combustion engine has at least one piston engine and / or at least one gas turbine and / or is arranged entirely or partially in the fuselage. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

In one embodiment, the first and / or second internal combustion engine is (in each case) operated with liquid fuel, in one embodiment its piston engine with gasoline or diesel and / or its gas turbine with kerosene, or is provided for this purpose, in particular set up, in particular So the piston engine is a gasoline or diesel engine. In one embodiment, the first and / or second internal combustion engine (each) is operated with gaseous fuel, in one embodiment its piston engine and / or its gas turbine is operated with methane, hydrogen or the like, or is provided, in particular set up, for this purpose. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

In one embodiment, the first and / or second energy store (each) has one or more primary cells ( n ), especially battery ( n ), and / or secondary cell ( n ), especially accumulator (s). In one embodiment, the first and / or second energy store (each) has one or more galvanic or fuel cells ( n ), especially with hydrogen, methanol, butane, natural gas or other fuels. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

Additionally or alternatively, the first and / or second energy storage device (each) has one or more fuel cells ( n ), and / or in addition or as an alternative to a first internal combustion engine coupled to the first propeller and / or a second internal combustion engine coupled to the second propeller, the aircraft in one embodiment has no or at least one further rotating electrical machine that is connected to the first propeller, in one embodiment mechanically, in particular via the first gearbox and / or at least one clutch, and / or none or at least one other rotating electrical machine connected to the second propeller, in one embodiment mechanically, in particular via the second gearbox and / or at least one clutch is coupled, this additional and / or other rotating electrical machine in one embodiment (in each case) being supplied with electrical energy in at least one operating state by one, possibly additional, fuel cell, or being provided, in particular set up for this purpose . Thus, in one embodiment, a fuel cell electric machine arrangement can be used instead of the first or second internal combustion engine of the hybrid drive concept described here. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

• ein hybrides Antriebskonzept mit der ersten und/oder zweiten Brennkraftmaschine und der ersten und zweiten elektrischen Maschine, die in einer Weiterbildung als Booster und/oder zur Erhöhung der Sicherheit dienen;
• eine Abwandlung dieses hybriden Antriebskonzepts mit der weiteren und/oder andere elektrischen Maschine, die die erste bzw. zweite Brennkraftmaschine unterstützen oder ersetzen, und der ersten und zweiten elektrischen Maschine; und ein rein elektrisches Antriebskonzept mit der ersten und zweiten elektrischen Maschine, wobei sowohl bei den beiden anderen Antriebskonzept als auch insbesondere hier Brennstoffzellen als erster bzw. zweiter Energiespeicher besonders vorteilhaft sein können.

Thus, an aircraft according to the present invention can in particular implement or have the following drive concepts:

• a hybrid drive concept with the first and / or second internal combustion engine and the first and second electrical machine, which in a further development serve as boosters and / or to increase safety;
• a modification of this hybrid drive concept with the further and / or other electrical machine that support or replace the first or second internal combustion engine, and the first and second electrical machine; and a purely electric drive concept with the first and second electric machine, with fuel cells as the first and second energy stores being particularly advantageous both in the two other drive concepts and in particular here.

In one embodiment, an output shaft of the first internal combustion engine or further electrical machine and an output shaft of the second internal combustion engine or other electrical machine are arranged in opposite directions; in particular, one of these output shafts can extend from the respective electrical or internal combustion engine (from (going)) towards the rear of the aircraft or to the rear and the other of the two output shafts extend in opposite directions from the respective electric or internal combustion engine (outgoing) in the direction of the bow or front of the aircraft or forwards. As a result, a compact (re) drive arrangement can be implemented in one embodiment.

In one embodiment, an output shaft of the first internal combustion engine or further electrical machine and an output shaft of the second internal combustion engine or other electrical machine are arranged in the same direction; in particular, these two output shafts can each move from the respective electrical or internal combustion engine (from (outgoing)) towards the rear of the Aircraft or to the rear or in the direction of the bow or front of the aircraft or to the front. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine are offset from one another in the transverse direction or direction of a transverse axis of the aircraft, in one development on opposite sides Arranged sides of a, in particular central, longitudinal or meridian plane of the aircraft. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

Additionally or alternatively, one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine, in particular an interface of this output shaft with the respective machine and / or one, in particular the first or second, transmission, offset or stepped in relation to one another in the longitudinal direction or in the direction of a longitudinal axis of the aircraft, arranged in a further development on opposite sides of a transverse plane of the aircraft. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine are arranged on opposite sides of the first transmission. As a result, a compact (more), in particular narrower, drive arrangement can be implemented in one embodiment. In another embodiment, one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine are arranged on the same side of the first transmission. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine are arranged on opposite sides of the second transmission. As a result, a compact (more), in particular narrower, drive arrangement can be implemented in one embodiment. In another embodiment, one or the output shaft of the first internal combustion engine or further electrical machine and one or the output shaft of the second internal combustion engine or other electrical machine are arranged on the same side of the second transmission. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, an output shaft of the first internal combustion engine or further electrical machine and an output shaft of the second internal combustion engine or other electrical machine form an angle with one another of at most 45 °, in particular at most 30 °, in one embodiment at most 15 ° and in particular 0 ° are the two Output shaft in one embodiment, at least substantially, parallel to one another. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

In one embodiment, the first and / or second internal combustion engine (each) has an engine supercharger, in particular one or more exhaust gas turbochargers. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

Additionally or alternatively, in one embodiment, the first and / or second internal combustion engine (each) has at least one single-channel or multi-channel exhaust line.

In a further development, the one or more of the exhaust pipe (s) each has one or more silencers ( n ) on. In this way, in one embodiment, the noise emission of the aircraft can be (further) improved.

Additionally or alternatively, in one embodiment, the or one or more of the exhaust line (s) each have an exhaust gas cleaning device, in particular one or more exhaust gas catalytic converter (s) and / or particle filter ( n ), on. As a result, in one embodiment, the pollutant emissions of the aircraft can be reduced and the aircraft can thus be used in the vicinity of localities and / or at low (more) n cruising altitudes.

In one embodiment, an output shaft of the first electrical machine and an output shaft of the second electrical machine are arranged in opposite directions; in particular, one of these output shafts can extend from the respective electrical machine (from (going)) in the direction of the tail of the aircraft or to the rear and the other of the Both output shafts extend in opposite directions from the respective electrical machine (out (going)) in the direction of the bow or front of the aircraft or forwards. As a result, a compact (re) drive arrangement can be implemented in one embodiment.

In another embodiment, an output shaft of the first electrical machine and an output shaft of the second electrical machine are arranged in the same direction; in particular, these two output shafts can each extend from the respective electrical machine (from (outgoing)) towards the tail of the aircraft or towards the rear or in Extend towards the bow or front of the aircraft or forward. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine are offset from one another in the transverse direction or direction of a transverse axis of the aircraft, in a further development on opposite sides of a, in particular central, Arranged longitudinal plane of the aircraft. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

Additionally or alternatively, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine, in particular an interface of this output shaft with the respective machine and / or a transmission, are in the longitudinal direction or direction of a longitudinal axis of the Aircraft offset from one another or stepped, in a development arranged on opposite sides of a transverse plane of the aircraft. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

Additionally or alternatively, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine are arranged on opposite sides of the first transmission in one embodiment. As a result, a compact (more), in particular narrower, drive arrangement can be implemented in one embodiment. In another embodiment, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine are arranged on the same side of the first transmission. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine are arranged on opposite sides of the second transmission. As a result, a compact (more), in particular narrower, drive arrangement can be implemented in one embodiment. In another embodiment, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine are arranged on the same side of the second transmission. As a result, an advantageous (more) load distribution can be implemented in one embodiment.

Additionally or alternatively, in one embodiment, one or the output shaft of the first electrical machine and one or the output shaft of the second electrical machine form one with one another Angle which is at most 45 °, in particular at most 30 °, in one embodiment at most 15 ° and in particular 0 °, the two output shafts in one embodiment are, at least substantially, parallel to one another. As a result, a compact (re) drive arrangement and / or advantageous (re) load distribution can be implemented in one embodiment.

As already mentioned, in one embodiment the aircraft is an aircraft with, in particular fixed (stationary) wings. In one embodiment, the aircraft or aircraft has at least one, in particular fixed (standing) e, front wing and at least one, in particular fixed (standing) e, rear wing, which are offset from one another in the direction of a vertical axis and in the direction of a longitudinal axis of the aircraft and are connected by at least one, in particular inclined or inclined, lateral strut. In a further development, the aircraft or aircraft has at least two, in particular fixed (standing) e, front wings, which are arranged on opposite sides of the fuselage, and at least two, in particular fixed (standing) e, rear wings, which are on opposite sides Sides of the fuselage are arranged on, wherein the front and rear wings arranged on one side of the fuselage are offset from one another in the direction of a vertical axis and in the direction of a longitudinal axis of the aircraft and are connected by at least one, in particular inclined or inclined, lateral strut. In one embodiment, the aircraft has what is known as a box wing configuration. In one embodiment, this allows the efficiency and / or noise emission of the aircraft to be (further) improved.

In one embodiment, the aircraft has one or more air passages ( n ), by which the first electrical machine and / or the second electrical machine and / or the first internal combustion engine and / or the second internal combustion engine and / or the further electrical machine and / or the other electrical machine is cooled in at least one operating state or which is / are or is / are used for this purpose, in one embodiment, at least one first air passage for cooling the first electrical machine and / or first internal combustion engine and / or further electrical machine and / or at least one second air passage for cooling the second electrical machine and / or second internal combustion engine and / or other electrical machine.

In one embodiment, the or one or more of the air passage ( n each) one or more cooling air supply (s), in particular fresh air supply (s), in one embodiment one or more opening (s) in the fuselage, and at least one or more, in one embodiment in the direction of a longitudinal axis of the aircraft against the or one or several cooling air discharge (s) offset from the cooling air supply (s), in particular one or several opening (s) in the fuselage. In one embodiment, this allows the efficiency of the aircraft to be (further) improved. In particular in the case of electrical or internal combustion engines which are arranged at least partially in the fuselage and by means of which the noise emission can be reduced in one embodiment, such cooling can particularly advantageously improve the efficiency of the aircraft.

Additionally or alternatively, in one embodiment the aircraft has one or more heat exchangers through which the first electrical machine and / or the second electrical machine and / or the first internal combustion engine and / or the second internal combustion engine and / or the further electrical machine and / or the other electrical machine is cooled in at least one operating state or which is / are or is / are provided for this purpose, in particular set up, is / are or is / are used, in one embodiment one or more first heat exchangers for cooling the first electrical machine and / or first internal combustion engine and / or further electrical machine and / or one or more second heat exchangers for cooling the second electrical machine and / or second internal combustion engine and / or other electrical machine. In one embodiment, this allows the efficiency of the aircraft to be (further) improved. In particular in the case of electrical or internal combustion engines which are arranged at least partially in the fuselage and by means of which the noise emission can be reduced in one embodiment, such cooling can particularly advantageously improve the efficiency of the aircraft.

• - einem Innenraum des Rumpfes zur Aufnahme des wenigstens einen Piloten und/oder der Nutzlast einerseits und
• - der ersten elektrischen Maschine und/oder zweiten elektrischen Maschine und/oder ersten Brennkraftmaschine und/oder zweiten Brennkraftmaschine

und/oder weiteren und/oder anderen elektrischen Maschine andererseits wenigstens ein Brandschott angeordnet. Hierdurch kann in einer Ausführung eine thermische Belastung des Innenraums vom Maschinenraum bzw. dessen Wärmeentwicklung reduziert, vorzugsweise vermieden, und/oder die Sicherheit erhöht werden.In one implementation is between

• - An interior of the fuselage for receiving the at least one pilot and / or the payload on the one hand and
• - The first electrical machine and / or second electrical machine and / or first internal combustion engine and / or second internal combustion engine

and / or further and / or other electrical machine on the other hand, at least one firewall is arranged. As a result, in one embodiment, a thermal load on the interior of the machine room or its heat generation can be reduced, preferably avoided, and / or safety can be increased.

• - der ersten elektrischen Maschine und/oder ersten Brennkraftmaschine und/oder weiteren elektrischen Maschine einerseits und
• - der zweiten elektrischen Maschine und/oder zweiten Brennkraftmaschine und/oder anderen elektrischen Maschine andererseits

wenigstens ein, in einer Ausführung ein- oder mehrfach abgewinkeltes, Brandschott angeordnet. Hierdurch kann/können in einer Ausführung bei Feuer in einem dieser beiden durch dieses Brandschott getrennten Räume die Maschine(n) in dem anderen dieser beiden Räume den Flugbetrieb aufrechterhalten.Additionally or alternatively, in one version there is between

• - The first electrical machine and / or first internal combustion engine and / or further electrical machine on the one hand and
• the second electrical machine and / or second internal combustion engine and / or other electrical machine on the other hand

at least one, in one embodiment, one or more angled firewall arranged. As a result, in one version in the event of a fire in one of these two rooms separated by this fire partition, the machine ( n ) maintain flight operations in the other of these two rooms.

Additionally or alternatively, in one embodiment the first and second energy stores are separated from one another, in a further development a fire bulkhead is arranged between the first and second energy store, in one embodiment one of the above-mentioned fire bulkheads. As a result, in one version in the event of a fire in one of these two rooms separated by this fire partition, one or more of the machine ( n ) are supplied by the energy store in the other of these two rooms and thus maintain flight operations in one embodiment.

In one embodiment, the first and second propellers are arranged on opposite sides of the fuselage, in a further development (each) in a gondola and / or on or to the side of the fuselage (es), in particular (each) on a pylon connected to the fuselage and / or on a rear half of the trunk. In one embodiment, the fuselage is arranged between the two propellers.

Additionally or alternatively, the first and second propellers are installed behind and / or above the front wing (s) ( n ) and / or in front of and / or under the rear wing (s) ( n ) arranged. Additionally or alternatively, in one version the front wings are to the rear and / or rear wing ( n ) arrowed forward.

As a result, in one embodiment, in particular in combination of two or more of these features, the flight characteristics of the aircraft can be improved, in particular in combination with the load distribution through the electric and / or internal combustion engines arranged at least partially in the fuselage.

Additionally or alternatively, in one embodiment the first propeller is connected to the first electric machine and / or to the first internal combustion engine and / or to the further electric machine, in an embodiment to the (first) gearbox, via which it is coupled to the first propeller or are, via at least one, in one embodiment common, transverse shaft which is connected to an axis of rotation of the first propeller and / or an output shaft (at least one) of this machine ( n ) forms an angle which is at least 45 °, in particular at least 60 °, in one embodiment at least 75 ° and in particular 90 °, (mechanically) coupled. In one embodiment, the first propeller is (mechanically) coupled to this transverse shaft via at least one (further) single or multi-stage gear, in one embodiment gear, in particular bevel gear and / or planetary gear.

Additionally or alternatively, in one embodiment, the second propeller is connected to the second electric machine and / or to the second internal combustion engine and / or to the other electric machine, in one embodiment to the (second) gearbox, via which it is coupled to the second propeller or are, via at least one, in one embodiment common, transverse shaft that is connected to an axis of rotation of the second propeller and / or an output shaft (at least one) of this machine ( n ) forms an angle which is at least 45 °, in particular at least 60 °, in one embodiment at least 75 ° and in particular 90 °, (mechanically) coupled. In one embodiment, the second propeller is (mechanically) coupled to this transverse shaft via at least one (further) single or multi-stage gear, in one embodiment gear, in particular bevel gear and / or planetary gear.

In this way, in one embodiment, a compact (more) drive arrangement can be implemented and / or the corresponding machine (s) can advantageously be arranged at least partially in the fuselage.

In one embodiment, the first rotating electrical machine and the first internal combustion engine or further rotating electrical machine are arranged on opposite sides of the first transmission, in one embodiment they are coupled to one another via the first transmission. As a result, an advantageous (more) load distribution can be implemented in one embodiment. In another embodiment, the first rotating electrical machine and the first internal combustion engine or further rotating electrical machine are arranged on the same side of the first transmission, in one embodiment in series with one another. As a result, a shorter and / or simpler drive arrangement can be implemented in one embodiment.

In one embodiment, the second rotating electrical machine and the second internal combustion engine or other rotating electrical machine are on opposite sides of arranged in the second gear, in one embodiment coupled to one another via the second gear. As a result, an advantageous (more) load distribution can be implemented in one embodiment. In another embodiment, the second rotating electrical machine and the second internal combustion engine or other rotating electrical machine are arranged on the same side of the second transmission, in one embodiment in series with one another. As a result, a shorter and / or simpler drive arrangement can be implemented in one embodiment. In one embodiment, the aircraft has a, in particular maximum, span of at least 5 m, in one embodiment at least 7 m, and / or at most 20 m, in one embodiment at most 16 m. Additionally or alternatively, a maximum take-off weight ("Maximum Take-Off Mass") of the aircraft is at least 650 kg, in one version at least 1000 kg, and / or at most 9000 kg, in one version at most 2000 kg. Additionally or alternatively, in one embodiment, in particular a minimum, maximum or average flight distance of the aircraft is at least 100 km, in one embodiment at least 250 km and / or at most 2000 km, in one embodiment at most 1000 km. Additionally or alternatively, in one embodiment an especially minimum, maximum or average (travel) altitude of the aircraft is at least 750 m, in one embodiment at least 1500 m and / or at most 6000 m, in one embodiment at most 4500 m. In such aircraft, in particular aircraft, which are particularly suitable as air taxis, the present invention can be used with particular advantage because of their operating conditions.

In one embodiment, one or more, in particular all, steps of the method are carried out completely or partially in an automated manner, in particular by the supply device.

One or more of the operating states mentioned here are (in each case) flight operating states in which the aircraft is in the air and / or at least one of the propellers is generating propulsion.

In the present case, a rotating electrical machine is understood in particular in the customary manner as an electrical machine that converts electrical and mechanical power into one another in at least one (active) operating state or is provided for this purpose, in particular is set up or used, and a (rotating in this operating state ) Has output or drive shaft.

In one embodiment, the aircraft has a (first) drive control which, in at least one operating state, controls the drive of the first propeller, in particular the operation of the first electrical machine, the first internal combustion engine and / or the further electrical machine, or which is provided, in particular set up for this purpose , is or is used, and / or a (second) drive control which, in at least one, in particular this or another, operating state, drives the second propeller, in particular the operation of the second electrical machine, the second internal combustion engine and / or the other electrical machine, regulates or provided for this purpose, in particular set up, is or is used on. In a further development, these two drive controls are redundant to one another or control the drive of the first and / or second propeller, in particular the operation of the first and / or second electrical machine, the first and / or second internal combustion engine and / or in particular if the other drive control fails the further and / or other electrical machine, or are provided for this purpose, in particular set up, or are used for this purpose.

An (improved, in particular reduced) noise emission mentioned here can include, in particular, an (improved, in particular reduced) noise emission in or into the outer field of the aircraft. Additionally or alternatively, an (improved, in particular reduced) noise emission mentioned here can in one embodiment an (improved, in particular reduced) noise emission in or into the interior ( n ) of the aircraft include, in particular be.

In one embodiment, the first energy store can provide a power reserve in the event of an impairment, in particular a failure of the second internal combustion engine or other rotating electrical machine (the second rotating electrical machine) or, conversely, the second energy store in the event of an impairment, in particular a failure of the first internal combustion engine or further rotating electrical machine (the first rotating electrical machine) provide a power reserve or be provided for this purpose, in particular set up or used.

Further advantageous embodiments of the present invention are described below, the features of which can be implemented individually or in particular in combination with one or more of the features explained above.

In one embodiment, one ducted propeller engine (each) has the or one of the propellers with a hub body and a plurality of rotor blades, which in one embodiment are invariably connected to the hub body. In one embodiment, the propeller can be rotated about a drive axis and / or is provided over the entire drive axis Operating range of the ducted propeller engine to be operated at a substantially constant speed. In one embodiment, the jacketed propeller engine has a jacket housing extending coaxially around the drive axis of the propeller, which accommodates the propeller and in particular defines an adjustable outlet cross-section on a drive jet outlet side of the ducted propeller engine together with the hub body. In one embodiment, the drive device of the ducted propeller engine is set up to provide the respective power requirement in cooperation with the adjustable outlet cross section at a substantially constant speed of the propeller by adapting the output drive power.

In one embodiment, the propeller (“fan”) has a hub body and a plurality of preferably seven to fifteen rotor blades, which are invariably (“fixed pitch”) connected to the hub body and, in particular, are evenly distributed around the outer circumference of the hub body. The propeller and in particular the part of the hub body provided with the rotor blades can be rotated or driven in one embodiment about a drive axis, whereby an air mass flow flowing through the ducted propeller engine can be accelerated and consequently compressed, in particular in order to generate a thrust that the aircraft drives. In one embodiment, the propeller is provided to be operated at a substantially constant speed over the entire operating range of the ducted propeller engine. Correspondingly, the propeller and in particular the rotor blades in one embodiment have a design that is optimized for the intended speed. In one embodiment, the number and design of the rotor blades are optimized so that they operate with a substantially constant speed of rotation with little noise over the entire operating range of the ducted propeller engine.

In one embodiment, the proposed ducted propeller engine has a tubular casing extending coaxially around the drive axis of the propeller, which surrounds the propeller and, in particular, together with the hub body, defines an adjustable outlet cross-section on a drive jet outlet side of the ducted propeller engine. The jacket housing advantageously focuses the sound in the axial direction and thus isolates it from the radial surroundings of the jacket propeller engine, and thus in particular from the ground, where it is perceived as annoying. By adjusting or adapting the outlet cross-section formed by the casing, in particular together with the hub body of the propeller, the speed of the propeller can be kept essentially constant in accordance with the power of the casing propeller engine.

In an advantageous embodiment, the inner surfaces of the casing are designed in a fluidically and acoustically favorable manner, particularly interacting with a substantially constant speed of the propeller, and / or the outer surfaces of the casing are aerodynamically and acoustically favorable.

In one embodiment, the drive device of the ducted propeller engine has a control device and / or is set up to provide the respective power requirement in cooperation with the adjustable outlet cross section at an essentially constant speed of the propeller by adapting the output drive power. Correspondingly, in one embodiment, the drive device is designed not to meet a power requirement by varying the drive speed, but to represent the required power by adapting the output torque at the same speed. This is preferably done in conjunction with a corresponding power consumption of the ducted propeller engine, interacting with a variably adjustable outlet cross-section. By suitably setting the outlet cross section, the speed of the propeller is kept essentially constant in one embodiment.

In one embodiment, the required power of the drive device results from the respective power requirement of the ducted propeller engine in a flight phase of the aircraft, the speed of the propeller being able to be kept essentially constant in connection with the adjustable outlet cross section. The ducted propeller engine is therefore set up in one embodiment to provide the power requirement at an essentially constant speed. The drive device operates the torque-speed characteristic of the ducted propeller in a corresponding manner. In one embodiment, the propulsion device provides a high propulsion power at takeoff and a correspondingly lower propulsion power when cruising, the speed of the propeller being able to be kept essentially constant over the various phases of flight from takeoff to landing, which in particular enables comparatively low noise emissions.

The power consumption of the ducted propeller engine is determined in particular in connection with the air mass flow accelerated or compressed by the propeller in conjunction with the air mass flow flowing out through the outlet cross-section, which defines the drive jet and thus the thrust of the ducted propeller engine. In addition to the propeller speed, which is kept almost constant in one version, the Power consumption and thus the drive power produced by the ducted propeller engine can be influenced, for example, via adjustable flow angles of rotor and guide vane stages (variable pitch) and via the outlet cross-section on the drive jet outlet side of the ducted propeller engine.

It goes without saying that the speed of the propeller cannot be kept exactly constant from take-off to landing of an aircraft, since the speed control results in unavoidable speed fluctuations depending on the flight conditions and the drive torque acting on the propeller. For example, changes in flight conditions such as changes in airspeed, adapting acceleration and / or deceleration, idling or a transition before and / or after a climb or descent, cause speed fluctuations. Apart from such external influences, which require an “essentially” constant speed, the propeller of the proposed aircraft should be operated at a constant speed or the speed should be regulated to a correspondingly constant value, which in particular enables comparatively low noise emissions. Possible deviations are in particular in a range of +/- 10%.

In the present case, therefore, an aircraft is proposed with a ducted propeller engine which has very low noise emissions at an almost constant drive speed, the ducted propeller engine enabling high rates of climb in conjunction with efficient cross-country flight. In this way, the drive power can be adapted to the respective power requirement regardless of the speed, which is almost constant for noise reasons.

In one embodiment of the aircraft, the drive device has at least two drive machines that can be operated in parallel to drive a ducted propeller engine. Such a drive device initially advantageously has a redundancy in the event of failure of one of the two drive machines, the failed drive machine in one embodiment being separable from the drive train, which can be done, for example, by means of a clutch. Additionally or alternatively, it is possible in one embodiment to use a first drive machine as the "main drive machine", which supplies the basic load of the drive power, so to speak, and to provide a second drive machine as an additional, parallel drive in the event of power requirements, which in particular over the power range of the first drive machine go out. Thus, in one embodiment, the first drive machine can be designed as an internal combustion engine, such as a piston engine and / or a gas turbine and in particular (each) with liquid or gaseous fuel, in one embodiment the piston engine with gasoline or diesel and the gas turbine with kerosene, methane, Hydrogen or the like are operated. An electrical machine, for example, which can be supplied with electrical energy from an accumulator, can be provided as the second drive machine.

In one embodiment of the aircraft, the first prime mover is set up to operate the ducted propeller engine in a first operating range, the power requirement of which goes beyond the cruising performance, the power of the first prime mover increasing up to 1.5 times, in particular up to 1.8 -fold and in particular up to twice the performance of a cruise performance. A drive machine designed in this way thus covers a large spectrum of the drive power required during a flight or the power requirement during a large part of the flight duration. In particular in the case of aircraft with low maximum take-off weights and correspondingly low cruising performance, this enables the use of comparatively small, energy-efficient drive machines, such as piston engines.

In one embodiment of the aircraft, a second drive machine is set up to operate the ducted propeller engine parallel to the first drive machine in a second operating range, the power requirement of which is 1.5 times, in particular 1.8 times and especially twice the power a cruise performance. Due to the additional power of the second drive machine, the drive device of the aircraft can cover a power requirement which goes beyond the power range of the first drive machine. The first and second drive machines can be operated in parallel, so that their respective power output essentially adds up. In this embodiment, it is possible to provide the first drive machine with a power range below the peak power required in particular when the aircraft takes off, since an additional power requirement is made available by the second drive machine operated in parallel.

In one embodiment of the aircraft, the first drive machine can advantageously be operated largely independently of the power requirement in the second operating range in a map area with favorable energy consumption and / or lower noise emissions and / or in a map area in which the power output of the first prime mover is increased. Thus, by means of a variable power output of the second drive machine, the power output of the first drive machine can be kept at least essentially constant in a suitable manner, in particular in a particularly favorable power range of the first drive machine. Such a favorable power range or map area with favorable energy consumption results, for example, from the consumption map (so-called shell diagram) of an internal combustion engine. The second drive machine compensates in particular for the power requirement of the aircraft, which goes beyond operating the first drive machine in a favorable power range (torque at a certain speed).

By means of this so-called “boosting” of the power output of the drive device, the first drive machine can be operated in a power range that is favorable for it, especially when there is an increased power requirement. The second drive machine "pushes" the first drive machine into the favorable power range in the characteristic map, in that the second drive machine delivers the differential power required to achieve the required drive power. In addition, this embodiment has the advantage that the power output of the first drive machine - depending on its design - is higher in certain map areas than in others, which means that the second drive machine “boosts” or “pushes” the first drive machine into a corresponding map area Drive machine can be used to increase the performance of the drive device. For example, such a drive device can provide a high drive power for a short time in particular, which enables high rates of climb, particularly in the starting phase. The noise pollution on the ground can also be further reduced through high rates of climb and thus a rapid gain in flight altitude.

In particular, the second drive machine as a booster can temporarily increase the drive power in the case of increased requirements, in particular when starting the aircraft. In one embodiment, this can increase the rate of climb and / or short take-off capability of the aircraft at a substantially constant speed of the propeller and thereby (further) improve the noise emission on the ground, especially when used as an air taxi, in particular by quickly moving away from the airfield. Additionally or alternatively, in one embodiment the selection of airfields, which is limited in particular by the length of the runway, can be advantageously enlarged. Additionally or alternatively, in one embodiment, when the second drive machine fails as a booster, the ducted propeller engine can be driven by the first drive machine alone and thus safety can be (further) increased.

In one embodiment of the aircraft, the drive device and / or the propeller and in particular the geometry of the blades and / or the guide vanes and / or the casing are designed to be operated at a substantially constant speed, which is in a range from 1,500 to 5,000 U / min, in particular in the range from 2,000 to 4,000 rpm and in particular at about 2,600 rpm. The energy consumption and / or the noise development of ducted propeller engines can have particularly advantageous low values with an essentially constant speed of the drive device and ducted propeller engine in the specified speed ranges, especially in connection with other of the proposed features with a corresponding design of the elements of the ducted propeller engine and the drive device. Additionally or alternatively, in a design of the ducted propeller engine that is intended for operation at a substantially constant speed, the geometric design of the propeller and in particular the rotor blades and / or the guide vanes and / or the jacket housing for this essentially constant speed, in particular with regard to fluidic and acoustic requirements, in order to reduce noise and make the ducted propeller engine energy-efficient.

Because the propeller is operated at an essentially constant speed in one version, the tonal components of the noise emission always move in the same frequency bands. This makes it possible to design the elements of the ducted propeller engine with regard to an effective damping of these tonal components of the noise emission. It goes without saying that the speed of the propeller cannot be kept exactly constant from take-off to landing of an aircraft, since the speed control results in unavoidable speed fluctuations depending on the flight conditions and the drive torque acting on the propeller. For example, changes in flight conditions such as changes in airspeed, adapting acceleration and / or deceleration, idling or a transition before and / or after a climb or descent, cause speed fluctuations. Apart from such external influences, which require an “essentially” constant speed, the propeller of the proposed aircraft should be operated correspondingly at a constant speed or the speed should be regulated to a correspondingly constant value, whereby in particular comparatively low Noise emissions are possible. Possible deviations are in particular in a range of +/- 10%.

In one embodiment of the aircraft, the hub body on a drive jet outlet side of the ducted propeller engine has an axially displaceable central body with a changing cross section, in particular tapering on the drive jet outlet side, the outlet cross section of the ducted propeller engine being adjustable by axially displacing the central body. On the drive jet outlet side, the jacket housing, in particular interacting with the hub body, defines an outlet cross section of the jacketed propeller engine. The size of the outlet cross-section is used to determine the flow or exit speed of the air mass flow that is compressed in the jacket housing, flows out through the outlet cross-section and thereby relaxes while releasing the drive power. The cross-section of the central body can vary in a suitable manner over its axial extent in order to influence the air mass flow, in particular in the area of the outlet cross-section, and to adapt it as a function of the respective flight phase. With the aid of the changing cross-section of the central body, the outlet cross-section present on the drive jet outlet side of the ducted propeller engine can be adapted by axially displacing the central body. The air mass flow can be adjusted via the axial position of the central body. The adjustable outlet cross-section enables throttling and de-throttling of the propeller in the entire operating range. The angle of attack of the rotor blades can thus be controlled without the rotor blades having to be adjusted for this purpose. This enables the thrust to be adapted to the thrust requirement even at constant speed and even at high airspeed. In interaction with the drive power transmitted to the propeller and the air mass flow accelerated by it, the drive power of the aircraft can thus be controlled or regulated.

In one embodiment of the aircraft, a displacement device for axially displacing the central body is arranged in the hub body of the propeller. This is particularly advantageous if drive power is supplied to the propeller via a drive shaft and this thus compresses a cold air mass flow. The thermal load on adjusting or displacement devices required on the central body is therefore low. In various designs, the central body can be axially displaced in several stages or continuously.

In one embodiment of the aircraft, the outlet cross section on the drive jet outlet side of the ducted propeller engine is in a range from 0% to 50%, in particular in a range from 0% to 30% and in particular in a range, by axially displacing the central body relative to a position with maximum opening can be reduced from 0% to 20%. In this way, the angle of attack of the blading, thus the power conversion at the propeller and thus the drive jet and thrust, can be adjusted according to the respective operating phases of the aircraft and in particular to adapt the desired flight performance.

In one embodiment of the aircraft, the propeller of the ducted propeller engine is supplied with drive power via a drive shaft arranged essentially radially to the hub body of the propeller. Essentially radial to the hub body means that a longitudinal or rotational axis of the drive shaft does not necessarily have to be arranged perpendicular to the rotational or drive axis of the propeller, but can include an angle deviating from 90 ° with it. By transmitting the drive power via a drive shaft to the ducted propeller engine, a spatial separation between the drive device and the generation of propulsion on the ducted propeller engine and thus, in particular, a soundproof housing of the drive device is possible. To convert a drive power supplied to the ducted propeller via the drive shaft, a transmission device can be provided which is arranged, for example, in the hub body of the propeller. This design is particularly suitable when the drive device is arranged in the fuselage or at least partially in at least one of the wings of the aircraft. Because drive power is supplied to the ducted propeller engine, in particular spatially separated from outside, no combustion gases flow through the ducted propeller engine in one embodiment. The proposed aircraft can thus be driven by the ducted propeller engine in particular by a so-called cold air mass flow.

In one embodiment of the aircraft, a gear for transmitting the drive power from the drive shaft to the propeller is arranged in the hub body of the propeller, which gear can also be used in particular to increase or reduce a drive speed of the drive device. Depending on the design of the drive device, it is operated at a speed that deviates from the intended speed of the propeller. In one embodiment, the drive device is operated with a first, essentially constant drive speed and the propeller is driven with a second, essentially constant propeller speed, with a fixed step-up or reduction ratio between the drive speed of the drive device and the propeller speed of the propeller. Corresponding In one embodiment, it is proposed to increase or decrease the speed of the drive device in one embodiment by means of a gearbox, the gearbox being arranged, for example, in the hub body of the propeller or at another position in the drive train. The arrangement of a gear in the hub body of the propeller for converting a radially supplied drive power into rotational energy acting around the drive axis of the propeller enables, in one embodiment, a compact construction of the ducted propeller engine. This also enables, in particular, a sound-damped arrangement of the drive device providing the drive power in the fuselage and / or at least partially in at least one wing of the aircraft. In a particularly noise-optimized embodiment, the ducted propeller engine has, for example, lower noise emissions during operation than the drive device, so that it represents the greatest source of noise in the aircraft. In this embodiment, the noise emission can be further reduced by a noise-insulated or noise-encapsulated arrangement of the drive device in the fuselage and / or at least partially in at least one wing of the aircraft.

In one embodiment of the aircraft, the jacket housing has a multiplicity of guide vanes distributed around the inner circumference of the jacket housing at a predetermined axial distance from the rotor blades of the propeller. In addition to the effect on the air mass flow and the degree of compression achieved, the number, arrangement and configuration of the guide vanes also have a major influence on the generation of noise in the ducted propeller engine. In the case of a robust and cost-effective design, the guide vanes are fixedly arranged on the casing, so that no complex, heavy and error-prone adjustment mechanisms are required, which also require regular maintenance. An arrangement of the guide vanes on the jacket housing of the jacket propeller also enables, for example, an integration of a drive shaft supplying drive power to the propeller in the plane of the guide vanes or allows or simplifies the support of the propeller within the jacket housing. Struts usually required for this purpose, which additionally impair the air flow and in particular have negative acoustic effects, can be omitted or at least reduced in the proposed design.

In one embodiment of the aircraft, the plurality of rotor blades are arranged evenly distributed around the outer circumference of the hub body, the rotor blades and having a blade tip at their radially outer end, the ducted propeller engine is dimensioned in particular with regard to the radial extension of the rotor blades so that the blade tips have a circumferential speed during the rotation of the propeller around the drive axis at the essentially constant speed, the Mach number of which is less than 0.5 and in particular less than 0.45.

In one embodiment, the plurality of rotor blades are arranged distributed at regular intervals around the outer circumference of the hub body. The radially outer end of a rotor blade is referred to as the blade tip, even if the radially outer end of the rotor blade is embodied with no or without a substantial radial taper, ie in particular “blunt”. In this embodiment, the ducted propeller engine is preferably dimensioned with regard to the radial extent of the rotor blades in such a way that the blade tips have a circumferential speed during the rotation of the propeller around the drive axis at an essentially constant speed, the Mach number of which is ( Ma ) is less than 0.5 and in particular is less than 0.45. In other words, in one embodiment, the ducted propeller engine is dimensioned with respect to the radial extension of the rotor blades so that the Mach number Ma , which is the product of the circle number π (Pi = 3.14159) with the diameter D _SSP of the propeller at the blade tips and the nominal value of the essentially constant speed n results during the rotation of the propeller calculated circumferential speed, is less than 0.5 and in particular is less than 0.45. This comparatively low peripheral speed at the blade tips leads to a comparatively low level of noise, since the noise generated at a ducted propeller engine increases with increasing peripheral speed at the blade tips. In addition, with lower Mach numbers at the blade tips, the rotor blades are also exposed to lower loads, which in particular also has an advantageous effect on the broadband noise emitted by the ducted propeller engine.

In one embodiment of the aircraft, the ratio of the air pressure in the casing after the guide vanes to the air pressure in the casing in front of the rotor blades during an operating phase of the ducted propeller engine is less than 1.06 and in particular less than 1.04. The low pressure difference applied to the large number of rotor blades when the ducted propeller engine is in operation is associated with a comparatively low load on the rotating blades compared to conventional propeller and ducted propeller engines, which, in addition to the lower component load, has a particularly advantageous effect on the broadband noise that occurs.

In one embodiment of the aircraft, the exit speed of the propulsion jet from the ducted propeller engine is less than 100 meters per second. If the exit speed of the drive jet is low, there is only a small jet noise, which is formed when the thrust jet is mixed with the environment. Low flow and thus exit velocities and a rather low speed of the propeller favor a sound-absorbing design, in particular the implementation of a cut-off design, which enables the attenuation of certain, in particular rather low frequencies of the tonal noise that occurs.

In one embodiment of the aircraft, the number of blades arranged on the hub body of the propeller is in a range from 3 to 22 and in particular in a range from 7 to 16, for example 15. In this embodiment, the propeller has a comparatively high number of blades. This is particularly advantageous in connection with low pressure ratios, such as, for example, a ratio of the air pressure in the casing after the guide vanes and in front of the rotor blades of less than 1.06 and in particular less than 1.04 during an operating phase of the ducted propeller engine, as this reduces the aerodynamic load the individual blade can be lowered. In addition, a high number of blades enables a cut-off design, a design by means of which the propagation of the tonal noise component can at least partially be suppressed. The number of guide vanes must be matched to the number of rotor blades in order to prevent or at least reduce the spread of the dominant sound frequencies.

In one embodiment of the aircraft, the number of guide vanes distributed around the inner circumference of the jacket housing is in a range from 3 to 37 and in particular in a range from 26 to 37 or in particular in a range from 3 to 8. The number of guide vanes which are arranged in particular at the same axial height of the casing, is selected in particular in connection with the number of blades on the propeller. A spread of the dominant sound frequencies generated in the ducted propeller engine can be suppressed by means of a suitable ratio of the respective number of rotor blades to guide blades. In particular, it is advantageous if the numbers of blades are relatively prime and are as far apart as possible.

The number of guide vanes from 26 to 27 and from 3 to 8 proposed in one embodiment, in conjunction with a suitable number of rotor blades, enables different cut-off designs. For example, a combination of 15 rotor blades with 26 guide vanes represents an example of a cut-off design and a combination of 15 rotor blades and 7 guide vanes represents an example of an inverse cut-off design. In connection with low pressure conditions in the ducted propeller engine, in particular A comparatively high number of guide vanes is advantageous, since the aerodynamic load on the guide vanes is also lower, which is associated with further lower noise emissions.

In one embodiment of the aircraft, the diameter of the propeller is at the blade tips D _SSP between 600 mm and 1,000 mm, in particular between 750 mm and 900 mm and in particular 850 mm. The enclosure of the propeller in a casing allows thrust to be generated with a comparatively high mass flow, combined with a low jet exit speed and thus low jet noise that is formed when the thrust jet is mixed with the environment. As already stated, low flow and exit speeds in connection with a particularly low speed of the propeller favor a sound-absorbing design, such as a cut-off design. Furthermore, in a design with a diameter of the propeller at the blade tips D _SSP between 600 mm and 1,000 mm for a small increase in speed, only low pressure ratios on the propeller are required, which allows operation at low speeds and thus a circumferential mach number of less than 0.5, whereby designs with low noise emissions are possible.

In one embodiment of the aircraft, sound-absorbing devices are arranged on the inner circumference of the jacket housing. Such devices are, in particular, noise reduction measures arranged on the jacket housing, which are matched to the frequency range of the propeller. In particular, noise damping measures in the casing, such as acoustically damping wall elements, in particular acoustic liners, are particularly effective. The noise attenuation of such wall elements becomes more effective if the frequencies to be attenuated are more narrowly limited. The effect of acoustically damping wall elements, which are particularly effective in the area of high-frequency tonal noise, is in particular also promoted by an essentially constant speed of the propeller, in particular interacting with a comparatively high number of blades. Acoustic liners, for example, have good effects with low installation space requirements, especially in the high-frequency range.

In one embodiment of the aircraft, the guide vanes in the jacket housing are inclined to the rear in the direction of the jacket housing downstream arranged. Such an inclination of the guide vanes in the range from 10 ° to 30 ° and in particular from approximately 20 ° in the direction of the jacket housing has proven to be particularly suitable. Such a sweep results, in particular, in a noise reduction because the wake indentations of the rotor blade flow continuously sweep over the guide vanes instead of striking their entire leading edge height at discrete points in time. In addition, a suitable three-dimensional design of the guide vanes, particularly in connection with the sweep, helps reduce the tonal noise via radial interference.

In one embodiment of the aircraft, the blade tips of the rotor blades arranged on the hub body are designed to be laterally inclined to the rear counter to the direction of rotation. Such a lateral inclination of the blade tips, referred to as “lean”, counter to the direction of rotation in the range from 2 ° to 15 ° and in particular in the range from 5 ° to 10 ° has proven to be particularly suitable. A radially concave rotor blade pressure side is thus formed, as a result of which secondary flow losses and the associated noise due to the interaction of rotor blades and blade tip vortices can be reduced.

In one embodiment of the aircraft, the guide vanes are arranged distributed uniformly around the circumference of the casing or are arranged distributed around the circumference of the casing in a predetermined pattern with varying spacings. A variable pitch arrangement of the guide vanes with spacings that vary around the circumference of the casing supports the mitigation of high-frequency components of the tonal noise by dividing the excitation into variable blade passing frequencies. For example, the distances between the guide vanes can vary by +/- 10%, for example patterns with in particular uniformly increasing or decreasing distances or successively increasing and / or decreasing distances are possible. Furthermore, for example, a plurality of groups can be arranged one after the other in the circumferential direction, each with the same or varying spacings.

In one embodiment of the aircraft, the at least one drive device providing drive power to the ducted propeller engine is arranged in particular in a soundproofed manner in the fuselage and / or at least one wing of the aircraft. The arrangement of a drive device in the fuselage and / or at least partially in at least one wing of the aircraft, which in particular generates tonal or broadband noise, has the advantage that the drive device itself is sound-absorbing or sound-insulating, in particular encapsulated, in the fuselage and / or in at least one wing. can be designed and / or the fuselage and / or the at least one wing can be designed or designed to be sound-absorbing or sound-insulating in order to attenuate or isolate the drive noise of the drive device. In this way, the noise perceptible outside the aircraft in the vicinity of the aircraft, in particular on or near the ground, and / or also the drive noise perceptible inside the aircraft can be reduced. In one embodiment, the aircraft is an aircraft with in particular (fixed) wings. The present invention can be used with particular advantage for aircraft, in particular small aircraft, without, however, being restricted thereto.

In one embodiment of the aircraft, at least two ducted propeller engines are arranged in particular on the fuselage and / or on at least one wing of the aircraft. As an alternative to designs which have a ducted propeller engine arranged centrally on the aircraft, in other designs two ducted propeller engines are arranged in particular symmetrically on the fuselage and / or on the wings of the aircraft. A higher propulsion power of the aircraft can be achieved by at least two ducted propeller engines. In particular, in an embodiment with at least two drive machines, a higher level of failure safety can be provided.

• 1 ein Flugzeug nach einer Ausführung der vorliegenden Erfindung in verschiedenen Ansichten;
• 2 einen Teilschnitt des Flugzeugs;
• 3 einen Teilschnitt eines Flugzeugs nach einer weiteren Ausführung der vorliegenden Erfindung in 2 entsprechender Weise;
• 4 einen Teilschnitt eines Flugzeugs nach einer weiteren Ausführung der vorliegenden Erfindung in 2, 3 entsprechender Weise;
• 5 ein Verfahren zum Betreiben eines der Flugzeuge nach einer Ausführung der vorliegenden Erfindung;
• 6 eine schematische Schnittdarstellung eines Ausschnitt einer beispielhaften Ausführung eines erfindungsgemäßen Luftfahrzeugs; und
• 7 eine schematische Darstellung einer beispielhaften erfindungsgemäßen Schaufelanordnung in einem Mantelpropellertriebwerk.

Further advantageous developments of the present invention emerge from the subclaims and the following description of preferred embodiments. This shows, partly schematically:

• 1 an aircraft according to an embodiment of the present invention in different views;
• 2 a partial section of the aircraft;
• 3 a partial section of an aircraft according to a further embodiment of the present invention in 2 corresponding way;
• 4th a partial section of an aircraft according to a further embodiment of the present invention in 2 , 3 corresponding way;
• 5 a method of operating one of the aircraft according to an embodiment of the present invention;
• 6th a schematic sectional view of a detail of an exemplary embodiment of an aircraft according to the invention; and
• 7th a schematic representation of an exemplary blade arrangement according to the invention in a ducted propeller engine.

1 shows an aircraft according to an embodiment of the present invention in a frontal view from the front ( 1 (a) ), a side view ( 1 (b) ), a top view from above ( 1 (c) ) and a perspective view obliquely from the front above ( 1 (d) ).

It has a hull 10 to accommodate one pilot and four passengers, two front wings 11 and two aft wing 12th on. As in particular in 1 (a) , (b) and (d) are the rear wing 12th against the front wings 11 offset in the direction of a vertical axis of the aircraft. As in particular in 1 (b) , (c) and (d) are the aft wing 12th against the front wings 11 offset in the direction of a longitudinal axis of the aircraft. The two wings on the same side of the fuselage 11 are each through an inclined side strut 13th connected.

On opposite sides of the hull is a first jacketed propeller 14A and a second jacketed propeller 14B arranged.

2 shows a section through a rear part of the aircraft with the fuselage 10 and the two jacketed propellers 14A and 14B .

In the trunk 10 is a (front) interior 100 of the fuselage to accommodate the pilot and passengers from an engine room through a (first) firewall 101 severed. The engine room is in turn through a (second) fire bulkhead 102 divided along a central longitudinal plane of the aircraft.

In one part of the engine room (right in 2 ) are a first rotating electrical machine 37 and a first internal combustion engine 31 on opposite sides of a first gear 41 arranged and with this via one output shaft each 211 or. 311 connected. The first transmission 41 is in turn over a cross shaft 411 with a gear 141 connected, in turn with the first propeller 14A connected is. Between the first electric machine 37 and first gear 41 and / or between the first internal combustion engine 31 and first gear 41 and / or between the first gear 41 and the gear 141 A clutch (not shown) can (each) be provided in order to selectively interrupt the flow of torque via the corresponding shaft.

In this way are the first rotating electrical machine 37 and the first internal combustion engine 31 about the first gear 41 with the first propeller 14A coupled.

In an analogous manner, in the other part of the machine room (left in 2 ) a second rotating electrical machine 38 and a second internal combustion engine 32 on opposite sides of a second gear 42 arranged and with this via one output shaft each 212 or. 312 connected. The second gear 42 is in turn over a cross shaft 412 with a gear 142 connected, in turn with the second propeller 14B connected is. Between the second electric machine 38 and second gear 42 and / or between the second internal combustion engine 32 and second gear 42 and / or between the second gear 42 and the gearbox 142 A clutch (not shown) can (each) be provided in order to selectively interrupt the flow of torque via the corresponding shaft.

In this way are the second rotating electrical machine 38 and the second internal combustion engine 32 via the second gear 42 with the second propeller 14B coupled.

A first air passage for cooling the first electrical machine 37 and first internal combustion engine 31 has a fresh air supply in the form of an opening 111 in the trunk 10 and one in the longitudinal direction or one direction of a longitudinal axis of the aircraft (vertical in 2 ) offset cooling air discharge in the form of an opening 112 in the trunk 10 on. In an analogous manner, a second air passage has for cooling the second electrical machine 38 and second internal combustion engine 32 a fresh air supply in the form of an opening 121 in the trunk 10 and a cooling air discharge offset in the direction of a longitudinal axis of the aircraft in the form of an opening 122 in the trunk 10 on.

An exhaust pipe of the first internal combustion engine 31 has a silencer 321 on, an exhaust pipe of the second internal combustion engine 32 a muffler 322 .

There are heat exchangers in each of the two engine room parts 5 arranged for cooling the respective electrical or internal combustion engine.

Drive controls 1 , 1' regulate the operation of the internal combustion engines 31 , 32 and electrical machines 37 , 38 in particular in the manner explained below.

The internal combustion engines 31 , 32 are made of tanks 200 supplied with fuel and propel in a travel or normal (flight) operating mode (cf. 5 : S10) the two propellers 14A , 14B at.

In a starting phase, the two electrical machines increase 37 , 38 the drive power and thus enable advantageous high rates of climb and take-offs on short runways at local airports.

For this purpose, the first electrical machine 37 via a first circuit or a first power network S1 from a first energy store in the form of a (first) battery 221 and the second electric machine 38 via a second circuit or a second power network S2 from a second energy store in the form of a (second) battery 222 supplied with electrical energy.

If the first battery fails 221 (S20: "Y") supply power electronics 61 , 62 the first electric machine 37 with electrical energy from the second battery 222 ( 5 : S30). Conversely, the power electronics supply 61 , 62 the second electric machine 38 if the second battery fails 222 (S20: “Y”) with electrical energy from the first battery 221 ( 5 : S30).

Additionally or alternatively, especially in the event of a failure of the second internal combustion engine 32 , the first internal combustion engine 31 the first electric machine 37 operate as a generator, with the power electronics 61 , 62 (then) from the first electric machine 37 electrical energy output by the first battery 221 , second battery 222 and / or the second electrical machine 38 forward. The same can also be done, especially in the event of a failure of the first internal combustion engine 31 , the second internal combustion engine 32 the second electric machine 38 operate as a generator, with the power electronics 61 , 62 (then) from the second electrical machine 38 electrical energy output by the first battery 221 , second battery 222 and / or the first electrical machine 37 forward.

In this way, the internal combustion engines 31 , 32 be operated more efficiently, in particular in optimal operating ranges, and / or dimensioned smaller. Additionally or alternatively, the risk of crashing in the event of failure of one of the machines and / or energy stores, in particular in the "one engine inoperative" case, can be greatly reduced and electrical power can be exchanged between the drives for this purpose. Additionally or alternatively, the energy stores 221 , 222 be operated more efficiently, in particular in optimal operating ranges, and / or dimensioned smaller.

3 shows in 2 correspondingly a section through a rear part of an aircraft according to a further embodiment of the present invention. This aircraft resembles the execution of the 2 in the views of 1 or from the outside, so that the 1 at the same time this further embodiment is also illustrated.

In 2 , 3 Corresponding features are identified by identical reference characters, so that reference is made to the preceding description and only differences are discussed below.

As in the execution of the 2 are also in the execution of the 3 the output shaft 311 the first internal combustion engine 31 and the output shaft 312 the second internal combustion engine 32 in the same direction and in the direction of a transverse axis of the aircraft (horizontal in 2 , 3 ) offset from one another, in particular on opposite sides of a central longitudinal plane of the aircraft, and on the same side of the first and second transmission 41 , 42 arranged and, at least substantially, parallel to one another.

In contrast to the execution of the 2 however, are the interfaces of these output shafts 311 , 312 with the respective internal combustion engine 31 or. 32 or correspondingly the internal combustion engine 31 and 32 in the direction of a longitudinal axis of the aircraft (vertical in 2 , 3 ) offset against each other or the output shafts 311 , 312 stepped against each other in the direction of the longitudinal axis. In addition, the fire bulkhead is 102 angled.

This parallel offset output shaft arrangement makes it possible in particular to use the two internal combustion engines 31 and 32 in the direction of a transverse axis of the aircraft (horizontal in 2 , 3 ) to move closer together and thus advantageously in one to the tail of the aircraft (down in 2 , 3 ) tapered and / or narrow (right) hull.

In addition, the execution of the 3 the two electrical machines 37 , 38 about the power electronics 61 , 62 via a common power grid from the two batteries 221 , 222 supplied while in the execution of the 2 two redundant circuits or networks S1, S2 or the two power electronics 61 , 62 via separate cables to the two batteries 221 , 222 are connected.

4th shows in 2 , 3 correspondingly a section through a rear part of an aircraft according to a further embodiment of the present invention. This aircraft resembles the execution of the 2 , 3 in the views of 1 or from the outside, so that the 1 at the same time this further embodiment is also illustrated.

In 2-4 are features that correspond to one another with identical reference symbols identified, so that reference is made to the above description and only differences are discussed below.

As in the execution of the 2 and 3 are also in the execution of the 4th the output shaft 311 the first internal combustion engine 31 and the output shaft 312 the second internal combustion engine 32 in the direction of a transverse axis of the aircraft (horizontal in 2 , 3 ) offset from one another, in particular on opposite sides of a central longitudinal plane of the aircraft, arranged and, at least substantially, parallel to one another.

In contrast to the execution of the 2 and 3 however, these are output shafts 311 , 312 on opposite sides of the first gear 41 and on opposite sides of the second gear 42 arranged and opposite to each other: the output shaft 311 the first internal combustion engine 31 extends from the internal combustion engine to the front in the direction of the aircraft nose, the output shaft 312 the second internal combustion engine 32 in the opposite direction from the internal combustion engine to the rear in the direction of the aircraft tail.

Also the output shafts 211 , 212 are on opposite sides of the first gear 41 and on opposite sides of the second gear 42 arranged and opposite to each other: the output shaft 211 the first electric machine 37 extends backwards from the machine, the output shaft 212 the second electric machine 38 in the opposite direction from the machine to the front.

This output shaft arrangement, rotated by 180 °, so to speak, makes it possible in particular to control the two internal combustion engines 31 and 32 in the direction of a transverse axis of the aircraft (horizontal in 2 , 3 ) to move (still) closer together and thus advantageously in one to the tail of the aircraft (down in 2 , 3 ) tapered and / or narrow (right) hull.

6th shows a schematic sectional illustration of a detail of an exemplary embodiment of an aircraft according to the invention 1000 with a trunk 10 for receiving at least one pilot and / or a payload, in particular air freight and / or at least one passenger and at least one control device 53 having drive device 50 for supplying at least one ducted propeller engine 14th with drive power.

The ducted propeller engine 14th has a propeller 20th on, the one hub body 21st and a plurality of uniformly around the outer periphery of the hub body 21st distributed blades 22nd has which are invariable with the hub body 21st are connected. The propeller 20th is around a drive axis A. rotatable and intended to be operated at a substantially constant speed over the entire operating range of the ducted propeller engine. the ducted propeller engine 14th also has a coaxial about the drive axis A. of the propeller 20th extending jacket housing 36 on which the propeller 20th records. The drive device 50 of the ducted propeller engine 14th is set up, the speed of the propeller by adapting the output drive power 20th of the ducted propeller engine 14th to be kept essentially constant during a flight regardless of the respective performance requirements.

The drive device 50 has at least two drive machines which can be operated in parallel to drive a ducted propeller engine 51 and 52 on, with a first drive machine, designed as an internal combustion engine in the exemplary embodiment 51 is set up for this, the ducted propeller engine 14th to operate in a first operating range, the power requirement of which goes beyond the cruising power, the power of the first prime mover 51 up to twice the performance of a cruise performance. The second drive machine designed as an electrical machine in the exemplary embodiment 52 is set up for the ducted propeller engine 14th parallel to the first drive machine 51 to operate in a second operating area, the performance requirement of which exceeds twice the performance of a cruise performance.

Via a radial to the hub body 21st of the propeller 20th arranged drive shaft 28 is this drive power from the drive device 50 fed. To convert the supplied drive power into rotational energy of the propeller 22nd is in the illustrated version in the hub body 21st of the propeller 22nd a gear 27 to transfer the drive power from the drive shaft 51 on the propeller 22nd arranged. The gearbox is also used 27 in the embodiment shown, also for reducing a drive speed of the drive device 50 .

The ducted propeller engine 14th also has a coaxial about the drive axis A. of the propeller 20th extending jacket housing 36 on which the propeller 20th receives and which together with the hub body 21st an outlet cross section 15th of the ducted propeller engine 14th on a drive jet outlet side 16 Are defined. The hub body 21st points to the drive jet outlet side 16 of the ducted propeller engine 14th one along the shown arrow axially displaceable central body 24 with an axially changing cross section, so that by an axial displacement of the central body 24 the outlet cross-section 15th of the ducted propeller engine 14th is adjustable. There is also an alternative design of the central body with dashed lines 24 indicated with variable cross-section.

For axial displacement of the central body 24 is in the illustrated version in the hub body 21st of the propeller 20th a displacement device 26th for axial displacement of the central body 24 arranged. Around the inner circumference 34 of the jacket housing 36 is a large number of evenly distributed guide vanes 35 arranged, which are invariable with the jacket housing 36 connected and at an axial distance a from the blades 22nd of the propeller 20th are arranged.

7th shows a schematic representation of an exemplary blade arrangement according to the invention in a ducted propeller engine 14th in two views, the ducted propeller engine 14th is according to the in 6th shown ducted propeller engine 14th executed and the same elements as shown in 7th have the same reference numbers as in 6th designated. The upper illustration shows a view from the front of a schematic illustration of a ducted propeller engine 14th , whereby in the schematic representation only the propeller 20th with hub body 21st and blades 22nd inside the jacket housing 36 is shown. On the representation of the guide vanes 35 behind the blades 22nd have been omitted for reasons of clarity. The arrow shows the direction of rotation U of the propeller 20th and thus the blades 22nd around the drive axis A. at. The most radial diameter D _SSP of the propeller 20th arranged blade tips 23 of the rotor blades 22nd are opposite to the direction of rotation U at an angle α laterally inclined backwards. In the example in 7th are the blades in the "Lean" design 22nd at an angle α inclined from 10 ° backwards.

The lower illustration shows a full sectional illustration through the longitudinal axis of the exemplary ducted propeller engine 14th similar to 6th . In this illustration, too, the same elements have the same reference symbols as in FIG 6th designated. In contrast to the representation in 6th are shown in 7th only two guide vanes 35 drawn, which in the jacket housing 36 towards the jacket housing 36 at an angle β are arranged inclined downstream to the rear. In the example in 7th are the guide vanes 35 in the design called "arrow" at an angle β from 15 ° downstream in the direction of the shell 36 or the inner circumference 34 of the jacket housing 36 arranged inclined backwards. The one through the ducted propeller engine 14th Air flow is indicated by the three arrows in the direction of flow in front of the casing 36 shown.

Although exemplary embodiments have been explained in the preceding description, it should be pointed out that a large number of modifications are possible.

In particular, in addition to or as an alternative to the batteries 221 , 222 fuel cells can also be used. Additionally or alternatively, when executing the 3 redundant circuits or networks may be provided.

It should also be pointed out that the exemplary designs are merely examples that are not intended to restrict the scope of protection, the applications and the structure in any way. Rather, the preceding description provides a person skilled in the art with guidelines for the implementation of at least one exemplary embodiment, with various changes, in particular with regard to the function and arrangement of the components described, being able to be made without departing from the scope of protection as it emerges from the claims and these equivalent combinations of features.

List of reference symbols

1000

Aircraft

1; 1'

Drive control

5

Heat exchanger

10

hull

11

front wing

12

rear wing

13th

side strut

14th

Ducted propeller engine

14A

first propeller

14B

second propeller

15th

Outlet cross-section

16

Drive jet outlet side

20th

propeller

21st

Hub body

22nd

Blades

24

Central body

26th

Sliding device

27

transmission

28

drive shaft

31

first internal combustion engine

32

second internal combustion engine

34

inner circumference of the jacket housing

35

Guide vanes

36

Shell housing

37

first rotating electrical machine

38

second rotating electrical machine

41

first transmission

42

second gear

50

Drive device

51

first prime mover

52

second prime mover

53

Control device

61

Power electronics

62

Power electronics

100

inner space

101

Firewall

102

Firewall

111

Air inlet

112

Air inlet

121

Air outlet

122

Air outlet

141

transmission

142

transmission

200

tank

211

drive shaft

212

drive shaft

221

first battery (first energy storage)

222

second battery (second energy storage)

311

drive shaft

312

drive shaft

321

silencer

322

silencer

411

drive shaft

412

drive shaft

A.

Drive axle

a

axial distance between rotor blades and guide vanes

c

Speed of sound

D _SSP

Diameter of the propeller at the blade tips

Ma

Mach number

n

Speed of the propeller

S1, S2

Power grid / circuit

U

Direction of rotation

α

Inclination angle of the blades

β

Angle of inclination of the guide vanes

Claims (12)

Aircraft, in particular aircraft with wings (11, 12), with: - a fuselage (10) for receiving at least one pilot and / or a payload, in particular air freight and / or at least one passenger; - A first, in particular jacketed, propeller (14A) for driving the aircraft; - A first rotating electrical machine (37), in particular arranged at least partially in the fuselage, which is coupled to the first propeller (14A), in particular via a first gear (41) and / or at least one clutch; - A second, in particular jacketed, propeller (14B) for propelling the aircraft; - A second rotating electrical machine (38), in particular arranged at least partially in the fuselage, which is coupled to the second propeller (14B), in particular via a second transmission (42) and / or at least one clutch; and - One, in particular at least one power electronics (61, 62) having, supply device for supply - The second electrical machine (38) with electrical energy from the first electrical machine (37) and / or a first energy store (221) for supplying the first electrical machine (37) with electrical energy in at least one operating state; and or - The first electrical machine (37) with electrical energy from the second electrical machine (38) and / or a second energy store (222) for supplying the second electrical machine (38) with electrical energy in at least one operating state. Aircraft according to the preceding claim, characterized by : a first internal combustion engine (31), in particular arranged at least partially in the fuselage, in particular a piston engine and / or a gas turbine, and / or further rotating electrical ones Machine which is coupled to the first propeller (14A), in particular via the first transmission (41) and / or at least one clutch; and / or - a, in particular at least partially arranged in the fuselage, second internal combustion engine (32), in particular a piston engine and / or a gas turbine, and / or other rotating electrical machine with the second propeller (14B), in particular via the second gear (42) and / or at least one coupling is coupled. Aircraft according to the preceding claim, characterized in that - an output shaft (311) of the first internal combustion engine (31) or further rotating electrical machine and an output shaft (312) of the second internal combustion engine (32) or other rotating electrical machine in the same or in opposite directions and / or offset or staggered in the direction of a transverse axis and / or in the direction of a longitudinal axis of the aircraft, in particular on opposite sides of a, in particular central, longitudinal plane of the aircraft, on opposite sides of a transverse plane of the aircraft and / or on the same side or opposite one another Sides of the first and / or second gear (41, 42) are arranged and / or form an angle with one another which is at most 45 °; - the first rotating electrical machine and the first internal combustion engine or further rotating electrical machine are arranged on the same side or opposite sides of the first transmission, - the second rotating electrical machine and the second internal combustion engine or other rotating electrical machine on the same side or opposite one another Sides of the second transmission are arranged, and / or - the first and / or second internal combustion engine (31, 32) an engine supercharger, in particular at least one exhaust gas turbocharger, and / or an exhaust line with at least one silencer (321, 322) and / or one Has exhaust gas cleaning device, in particular at least one exhaust gas catalytic converter and / or particle filter. Aircraft according to one of the preceding claims, characterized in that an output shaft (211) of the first electrical machine (37) and an output shaft (212) of the second electrical machine (38) are in the same or opposite directions and / or in the direction of a transverse axis and / or offset or stepped in the direction of a longitudinal axis of the aircraft, in particular on opposite sides of a, in particular central, longitudinal plane of the aircraft, on opposite sides of a transverse plane of the aircraft and / or on the same side or on opposite sides of the first and / or second gear (41, 42), are arranged and / or form an angle with one another which is at most 45 °. Aircraft according to one of the preceding claims, characterized by at least one front wing (11) and at least one rear wing (12) which are offset from one another in the direction of a vertical and a longitudinal axis of the aircraft and are connected by at least one lateral strut (13). Aircraft according to one of the preceding claims, characterized by at least one heat exchanger (5) and / or an air passage for cooling the first and / or second electrical machine (37, 38) and / or internal combustion engine (31, 32) and / or further and / or another electrical machine that has at least one cooling, in particular fresh air supply, in particular at least one opening (111, 121) in the fuselage, and at least one cooling air discharge, in particular at least one opening (112, 122), in particular offset in the direction of a longitudinal axis of the aircraft ) in the fuselage. Aircraft according to one of the preceding claims, characterized by at least one fire bulkhead (101) between an interior (100) of the fuselage for receiving the at least one pilot and / or the payload on the one hand and the first and / or second electrical machine (37, 38) and / or internal combustion engine (31, 32) and / or further and / or other electrical machine on the other hand and / or at least one fire partition (102) between the first electrical machine (37) and / or first internal combustion engine (31) and / or further electrical machine on the one hand and the second electrical machine (38) and / or second internal combustion engine (32) and / or other electrical machine on the other hand. Aircraft according to one of the preceding claims, characterized in that - the first and second propellers (14A, 14B) are arranged on opposite sides of the fuselage (10); and / or - the first propeller (14A) with the first and / or further electrical machine (37) and / or first internal combustion engine (31) via at least one transverse shaft (411) which is connected to an axis of rotation of the first propeller (14A) and / or or an output shaft (211, 311) of this machine forms an angle which is at least 45 °, and / or - the second propeller (14B) with the second and / or other electrical machine (38) and / or second internal combustion engine (32) Via at least one transverse shaft (412) which is connected to an axis of rotation of the second propeller (14B) and / or a Output shaft (212, 312) of this machine forms an angle which is at least 45 °, is coupled. Aircraft according to one of the preceding claims, characterized in that - it has a span of at least 5 m, in particular at least 7 m, and / or at most 20 m, in particular at most 15 m; and / or - its maximum take-off weight is at least 500 kg, in particular at least 1000 kg, and / or at most 3000 kg, in particular at most 2000 kg. Aircraft according to one of the preceding claims, characterized by a first circuit (S1) for supplying the first electrical machine (37) with electrical energy from the first energy store (221) and a second circuit (S2) for supplying the second electrical machine (38) with electrical energy from the second energy store (222), which is redundant to the first circuit. Aircraft according to one of the preceding claims, characterized by a drive control (1) for controlling the drive of the first propeller (14A) and / or a drive control (1 '), in particular redundant for this, for controlling the drive of the second propeller (14B). Method for operating an aircraft according to one of the preceding claims, characterized in that with the aid of the supply device (61, 62) - in at least one operating state (S30), the second electrical machine (38) receives electrical energy from the first electrical machine (37) and / or the first energy store (221); - In at least one operating state (S30), the first electrical machine (37) with electrical energy from the second electrical machine (38) and / or the second energy store (222); and / or - in at least one operating state (S10), the first electrical machine (37) is supplied with electrical energy from the first energy store (221) and / or the second electrical machine (38) is supplied with electrical energy from the second energy store (222) .

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